Volume I Draft Environmental Impact From SH 288 To IH 45 Statement Brazoria and Galveston Counties, Grand (State 99) Segment B

FHWA-TX- U.S. Department EIS-03-05-D of Transportation Texas Department Federal Highway Administration of Transportation U.S. Army Corps of Engineers June 2012 Cooperating Agency Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

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The following persons may be contacted for additional information concerning this document:

Mr. Gregory Punske, P.E. Mr. Carlos Swonke District Engineer Director of Environmental Affairs Federal Highway Administration Texas Department of Transportation Federal Office Building, Room 826 Dewitt C. Greer State Highway Building 300 East 8th 125 East 11th Street Austin, Texas 78701 Austin, Texas 78701-2483 Telephone: (512) 536-5960 Telephone: (512) 416-2734

ABSTRACT: The proposed State Highway (SH) 99 (Grand Parkway) Segment B would include the construction of an approximate 28.2 mile alignment, on new location, from SH 288 to Interstate Highway (IH) 45 South through Brazoria and Galveston counties. The proposed SH 99 Segment B would be constructed as a four-mainlane controlled access highway facility consisting of two mainlanes in each direction within a 400-foot wide right-of-way (ROW), to include auxiliary between on-ramps and off-ramps where appropriate. The social, economic, and environmental impacts of the proposed SH 99 Segment B are evaluated for land use, farmland, social, economics, air quality, noise, wetlands, floodplains, water quality, biological resources, cultural resources, parklands, hazardous/regulated materials, and visual aesthetics. The recommended Alternative Alignment (Build Alternative) for SH 99 Segment B is comprised of a combination of alignments investigated during the study, and was proposed after the evaluation of alternative transportation modes and Alternative Alignments as documented in this Draft Environmental Impact Statement (DEIS). The recommended Build Alternative being proposed is based on its ability to best accomplish the need for and purpose of the transportation improvements, while minimizing impacts to the social, economic, and environmental resources. The recommended Build Alternative would require the taking of new ROW, the adjustment of utility lines, and the filling of aquatic resources, including jurisdictional wetlands. Nine commercial and 14 existing residential site displacements would occur, but no endangered species would be impacted. Although a recommended Build Alternative is presented, selection of the final preferred Build Alternative would not be made until after the public comment period is completed, comments on the DEIS are received and considered, and the environmental impacts are fully evaluated.

Comments on this DEIS are due by September 27, 2012 and should be sent to: The Grand Parkway Association 4544 Post Oak Place, Suite 222 , TX 77027 Fax: 713-993-0106 E-mail: [email protected] Attn.: Mr. David W. Gornet

Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

EXECUTIVE SUMMARY The proposed State Highway (SH) 99 (Grand Parkway) Segment B is planned as a four-mainlane controlled access , with discontinuous frontage , located within a typical 400-foot right-of- way (ROW). The proposed SH 99 Segment B’s 400-foot ROW would be able to accommodate one of the following typical roadway sections:

 A four-mainlane section without frontage roads,  A four-mainlane section with frontage roads, and  A four-mainlane section with exit and entrance ramps.

Furthermore, the proposed SH 99 Segment B has independent utility and logical termini that provide for a continuous highway facility and access to some of the region’s following existing roadways, including SH 288, SH 6, SH 35, Farm-to-Market (FM) 517, FM 528, FM 646, FM 1462, FM 2403, and Interstate Highway (IH) 45 South (Figure ES-1).

ES 1 PROJECT NEED AND PURPOSE ES 1.1 Need for and Purpose of the Proposed Project Transportation improvements are needed because there are inefficient connections between suburban communities and major radial roadways. The current and future transportation demand exceeds capacity and many roadways in the proposed SH 99 Segment B study area have an increasing strain on transportation infrastructure from population and economic growth. The regional needs for the proposed SH 99 Segment B are further detailed in the following:

 System Linkage: The current transportation system does not allow for efficient circumferential movement (i.e., it does not provide efficient connections, or linkage, between major suburban communities and major roadways that radiate outward from the City of Houston [Houston]). o SH 6 is the only roadway that connects IH 45 South to SH 288. If SH 6 is congested, travelers within the proposed SH 99 Segment B study area would need to use roadways such as IH 45 South or SH 288 to Beltway 8, or travel partially along FM 517 to SH 35 and go north or south on SH 35 to SH 6 or FM 1462, respectively, to SH 288 in order to accomplish circumferential trips. o If there was a linkage between IH 45 South and SH 288, it would divert traffic from one major arterial to another at times when there may be a major incident on one of the arterials or during hurricane evacuation.

Executive Summary ES-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Expanded Capacity: Transportation demand exceeds the current and future capacity of existing transportation infrastructure.  Safety (Hurricane Evacuation Route): Many radial roadways leading outside of the Houston metropolitan area are characterized by conditions that result in higher congestion during peak travel times, which are compounded during emergency events. This was the case when over 2 million evacuees fled the Houston metropolitan area before Hurricane Rita on September 22, 2005. Typical traveling destinations during the evacuation were to the cities of Austin, San Antonio, and , which caused severe congestion in and around the Houston metropolitan area. Eventually, contra-flow lanes were implemented to assist in moving people out of the surge zone in a timelier manner. While congestion was not as severe during the evacuation for Hurricane Ike on September 13, 2008, a study conducted by Rice University showed that only 24 percent of Harris County residents evacuated during Hurricane Ike, a Category 2 storm, verses the 52 percent that evacuated during Hurricane Rita, a Category 4 storm (Rice News 2009). The study also showed that 75 percent of Harris County residents said they would evacuate if a Category 4 hurricane threatened Houston. This is a substantial increase from those who evacuated for Hurricanes Rita or Ike. Therefore, it is expected that this increase in evacuations would create the same roadway gridlock experienced during Hurricane Rita. Because radial facilities leading into the Houston metropolitan area converge near the center of town, bottlenecks are created causing increased congestion especially during an evacuation event. Therefore, there is a need to provide an additional circumferential roadway that would allow evacuees to the Houston metropolitan area.  Economic Development: The expected growth in population will continue to strain existing transportation infrastructure, creating a barrier to businesses, commuters, and economic development. Over the next 30 years, the Houston-Galveston Area Council (H-GAC) predicts that an additional 3.5 million people will move into the eight-county Houston-Galveston region. This will increase the regional population from 5.2 million in 2005 to 8.8 million people in 2035, and employment to increase from 2.5 million to 4.0 million. With an increasing population and corresponding increases in traffic and congestion in the region, it could become progressively more difficult for businesses to function efficiently.

The purpose of the proposed SH 99 Segment B is to efficiently link the suburban communities and major roadways, enhance mobility, respond to economic growth and provide an additional hurricane evacuation route. The overall goals of the proposed SH 99 Segment B are further discussed below:

Executive Summary ES-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 System Linkage: The proposed SH 99 Segment B would improve system linkage, or connectivity, within the existing transportation network. The proposed SH 99 Segment B would provide linkage among SH 288, SH 6, SH 35, and IH 45 South. The proposed SH 99 Segment B as part of the entire Grand Parkway would also provide circumferential linkage between the southern Houston metropolitan area in northern Brazoria and Galveston counties, to areas north of the Houston metropolitan area in northern Harris County and southern Montgomery County.  Expanded Capacity: The proposed SH 99 Segment B would address transportation demand, improve the level of service (LOS) in and around the study area, reduce , and provide travel options.  Safety (Hurricane Evacuation Route): The proposed SH 99 Segment B would provide an additional hurricane and emergency evacuation route for the greater Houston metropolitan area consistent with Minute Order No. 82325 signed October 25, 1984. The Grand Parkway, and specifically proposed SH 99 Segment B, could alleviate a portion of the congestion during mass evacuations, thus creating safer and more efficient evacuation conditions.  Economic Development: The proposed SH 99 Segment B would accommodate demographic and economic growth by improving the movement of persons and goods, thereby minimizing barriers between businesses, consumers, and transportation infrastructure.

ES 2 ALTERNATIVES ANALYSIS Initial planning activities within the proposed SH 99 Segment B study area included data collection to identify potential environmental constraints such as floodplains, wetlands as mapped by the U.S. Fish and Wildlife Service’s (USFWS) National Wetlands Inventory (NWI) mapping, riparian habitat areas, existing and planned residential development, , schools, churches, cemeteries, landfills, known cultural resources sites, and known toxic/hazardous waste sites. Major plans indicating the locations of planned new roadways and roadway improvements in the region were also reviewed. Additionally, existing and proposed storm water drainage improvements were reviewed. Local governments (counties, cities, drainage districts, regional planning organizations) and representatives from federal, State, and local agencies, including the U.S. Army Corps of Engineers (USACE), USFWS, Texas Parks and Wildlife Department (TPWD), Texas Historical Commission (THC), Texas Commission on Environmental Quality (TCEQ), Natural Resources Conservation Service (NRCS), U.S. Environmental Protection Agency (EPA), Galveston Bay Foundation, and others were invited to a separate meeting with the proposed SH 99 Segment B Study Team (and to provide written input if they could not attend the meeting) for the purpose of discussing environmental and other issues of concern in the study area, including wetlands, riparian habitat, prairie, threatened and endangered species, water

Executive Summary ES-3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South bodies, safety, and cultural resources. Collected data were used to create maps showing potential environmental constraints relative to existing and planned roadways and drainage improvements within the boundary of the proposed SH 99 Segment B study area. The maps were presented at a public scoping meeting held for elected officials and local representatives, resource agency personnel, and the general public on September 12, 2002. Subsequent to the public scoping meeting, analyses of the various alternative transportation modes were conducted leading to the determination of new roadway construction as the preferred transportation mode.

ES 2.1 Transportation System Improvement Options Transportation system improvements are means by which existing transportation facilities could be improved or additional methods of travel could be implemented to enhance and facilitate the movement of people and goods.

ES 2.1.1 Description of Alternative Transportation Modes Modal alternatives considered include improved transit, bus/public transit options, high occupancy vehicle (HOV) lanes, rail, bicycle and pedestrian facilities, and added single occupancy vehicle (SOV) capacity.

 Bus Transit: Bus transit is currently not provided within the proposed SH 99 Segment B study area. Harris County Metropolitan Transit Authority (METRO) does not provide service to Brazoria or Galveston counties, although bus service could be extended through inter county agreements. A planning study for the SH 288 corridor includes proposed new and ride lots; however, construction of these facilities will depend upon the formulation of inter-county agreements allowing for the extension of bus transit outside the METRO service area.  Section 18 Public Transit Implementation: The (U.S.) Department of Transportation established the Section 18 public transit program to provide startup funding and operation subsidies for public transit providers in rural communities (i.e., population under 50,000). Section 18 agencies typically provide demand responsive, rather than fixed route service. There is currently one public transit firm (Gulf Coast Connect Transportation) in operation in Brazoria County under this plan.  High Occupancy Vehicle (HOV) Lanes: The HOV concept is implemented in conjunction with an existing roadway experiencing considerable traffic congestion. HOV lanes are most effective when paired with park and ride lots, employer based vanpool and carpool plans, and commuter parking subsidies. Although METRO operates HOV lanes in the Houston and Harris County on several major radial freeway corridors, there are currently no HOV lanes on roadways

Executive Summary ES-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

within the proposed SH 99 Segment B study area. However, future HOV lane service could be provided on SH 288, IH 45 South, and SH 6 by METRO and the Texas Department of Transportation (TxDOT) through inter-agency agreements, or in conjunction with the Gulf Coast Center - Connect Transit.  Rail Transit: The rail transit concept includes both commuter rail and a standalone rail system similar to the current METRORail system in operation between downtown Houston and IH 610 South. There is currently no form of commuter rail transit within the proposed SH 99 Segment B study area, and based upon numerous rail feasibility studies for the region performed by METRO, there are no plans to construct a rail facility within the study area.  Bicycle and Pedestrian Facilities: The City of Alvin and TxDOT are collaborating to construct bicycle improvements as part of several master planned communities in Brazoria County. Proposed improvements such as full shoulders and minimal ditch slopes for all new rural county roads, and offsets and for urban county roads would also benefit cyclists and pedestrians.  Added SOV Capacity Alternatives: Three types of added SOV capacity alternatives considered for the proposed SH 99 Segment B study area include the widening of existing arterials, construction of new arterials, and construction of new controlled access highway. o Widening of Existing Arterials: Currently, there are several existing arterials traversing the proposed SH 99 Segment B study area that could be widened and improved, such as SH 6, FM 1462, and SH 35. However, due to existing development along the arterials, any transportation improvement alternative that requires additional ROW could result in residential relocations and/or commercial and community facility displacements. o Construction A New Arterial or Controlled Access Highway: The primary consideration for the development of a new roadway alignment would be the efficient movement of motorists across the proposed SH 99 Segment B study area to the radial freeways SH 288 and IH 45 South. A new roadway could be a principal arterial or a controlled access facility. However, arterials in developed areas have lower capacity and lower speeds than a controlled access facility of the same size because of the presence of traffic control devices and driveways along an arterial. Therefore, a new arterial would not be as effective as a new controlled access facility in meeting the mobility and evacuation needs of the study area. In addition, the general rural character of the study area and prevalence of undeveloped land facilitates the planning of alternative roadway alignments on new ROW for a controlled access facility.

Executive Summary ES-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The modal alternatives of bus transit, Section 18 public transit, HOV lanes, rail transit, bicycle and pedestrian facilities, and added SOV capacity on existing roadways could be implemented within the proposed SH 99 Segment B study area. However, based upon projected growth and development within the region, these alternatives would not adequately address regional mobility issues and anticipated traffic congestion. The modal alternatives would also not provide an additional emergency evacuation route of sufficient capacity to serve the evacuation needs of the study area and larger Houston metropolitan area. Therefore, the modal alternatives as standalone options to solve the mobility issues of the area were eliminated from further consideration.

ES 2.1.2 Transportation System Management (TSM) Alternatives Transportation System Management (TSM) alternatives are composed of low cost, small-scale projects targeting improvement of present roadway system efficiency, such as park and ride lots, ridesharing, traffic signal coordination, improvements, HOV lanes, Intelligent Transportation Systems, motorist assistance programs, and changeable message signs.

As small-scale projects targeting improvement of existing roadway system efficiency, TSM alternatives can improve upon, but these alternatives cannot provide the long-range capacity required to reduce congestion and improve regional mobility. Additionally, TSM alternatives do not provide sufficient mobility improvements for additional emergency evacuation. As such, the TSM alternatives were also eliminated from further consideration.

ES 2.1.3 Travel Demand Management (TDM) Alternatives Similar to TSM, Travel Demand Management (TDM) alternatives are also composed of low cost, small scale improvements and programs designed to change commuter travel patterns and make more efficient use of existing traffic systems, such as mass transit, carpool/vanpool programs, and active support of flextime hours and telecommuting. Traffic condition information services, guaranteed ride home options, and restricted parking availability are also included in TDM programs. The success of TDM has been limited because the majority of options are implemented on a voluntary basis rather than being mandated by law.

TDM alternatives are also small-scale projects and programs designed to improve the efficiency of existing traffic systems. The low-density rural character of a large portion of the proposed SH 99 Segment B study area coupled with limited accessibility to transit and other alternatives to driving all limit the application of many TDM options. TDM alternatives would not address the need for additional capacity to accommodate predicted future growth in traffic and corresponding decline in roadway levels of service

Executive Summary ES-6 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

(LOS). TDM alternatives would also not materially contribute to congestion relief, improvement of regional mobility, or provide an additional emergency evacuation route. Therefore, the TDM alternatives were eliminated from further consideration.

ES 2.1.4 No-Build Alternative The No-Build Alternative would require that anticipated future travel demand be met using existing and planned roadway and transportation facilities. Regional mobility needs would be addressed through utilization of the collective system of existing transportation facilities, including the construction of planned and committed local improvements within the proposed SH 99 Segment B study area. Committed local improvements include proposed projects incorporated into the H-GAC 2035 Regional Transportation Plan (RTP), exclusive of the proposed SH 99 Segment B.

ES 2.2 Transportation System Improvements Selected for Further Study Since the modal alternatives, TSM Alternative, and the TDM Alternative did not adequately address the need and purpose of the proposed SH 99 Segment B, they were eliminated from further study. The reasonable alternatives selected for further evaluation in this Environmental Impact Statement (EIS) are the No-Build Alternative and the seven Alternative Alignments.

ES 2.2.1 No-Build Alternative The No-Build Alternative assumes the existing transportation system as presently configured, but it also includes planned and committed construction and improvements to existing transportation facilities. Anticipated future population growth and development within the proposed SH 99 Segment B study area will increase traffic volumes on the existing roadway network, resulting in increased congestion.

Initially, the No-Build Alternative would represent a cost savings compared to build design concepts; however, there would be higher maintenance requirements and user costs on existing roadways due to the increased traffic volumes and travel delays. The No-Build Alternative would also require additional short- term restoration and safety improvements for continued enhanced operational efficiency and safe travel on existing roadways. Traffic congestion during periods of required roadway maintenance and reconstruction would be more frequent under this alternative resulting in increased user costs.

The No-Build Alternative would not provide an additional emergency evacuation route to relieve anticipated congestion on existing major arterial roadways leading away from the coast. While the No- Build Alternative fails to satisfy the need and purpose of the proposed SH 99 Segment B, it is retained as a basis for comparison with the alternative transportation modes carried forward for detailed study as required by Council on Environmental Quality (CEQ) regulations.

Executive Summary ES-7 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

ES 2.2.2 Build Alternatives Based upon the assessment of the alternative transportation modes, new roadway construction was determined to be the mode best suited to meet the proposed SH 99 Segment B’s need and purpose. Construction of a limited-access roadway on new ROW and possibly incorporating portions of existing ROWs would provide an alternate travel route for traffic moving between SH 288 and IH 45 South. This would be expected to relieve congestion on existing roadways presently used by motorists traversing the proposed SH 99 Segment B study area. A newly constructed controlled access highway would also provide a new route for evacuation during emergency situations.

Selection of new roadway construction as the preferred alternative transportation mode required that additional analysis be conducted to identify potential alignments of the roadway. The analysis consisted of a multi-phase screening process to develop alternative roadway alignments from a universe of possible alternative roadway alignments.

A total of 15 possible alternative roadway alignments were developed, which comprised the universe of possible alternative roadway alignments. Based upon the multi-phase screening process, additional public involvement, and input from elected officials, three of the 15 alternative roadway alignments were selected for further study and were refined to improve geometric configurations for intersections with proposed major , enhance crossings, and reduce the number of partial property acquisitions. The three Alternative Alignments are referenced as the Northern Alternative, the Central Alternative, and the Southern Alternative.

Subsequent to the refinement of the three Alternative Alignments, property owners, residents, and representatives from the City of Alvin requested consideration of additional alternative roadway alignments. Continued coordination resulted in the consideration of four additional Alternative Alignments, for a total of seven Alternative Alignments: Northern, Northern 2, Central, Central-South, Southern, South-New and Southern 2 alternatives (Figure ES-2 and Table ES-1).

ES 3 ENVIRONMENTAL ISSUES ES 3.1 Land Use Land use within the proposed SH 99 Segment B study area is primarily undeveloped, with a large portion being used for grazing and agricultural uses. Retail/Commercial, Business/Industrial, and Public/Institutional land uses are primarily located within the City of Alvin adjacent to Business SH 35 (Gordon Street) and SH 35, along which portions the Central, Central-South, South-New, and Southern 2 alternatives follow. Business/Industrial and/or Retail/Commercial land use are also directly adjacent to

Executive Summary ES-8 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SH 6 and near the intersection of FM 646 and IH 45 South, which is in close proximity to all seven Alternative Alignments.

Residential land use is scattered throughout the proposed SH 99 Segment B study area. Several residential neighborhoods exist adjacent to or in the vicinity of the seven Alternative Alignments. Several housing areas also exist within the study area but are not part of an established neighborhood.

Planned developments in the vicinity of the seven Alternative Alignments at the terminus with IH 45 South include the Bay Colony, Bay Colony West, and the Duncan, Lloyd, McAlister, and Victory Lakes planned unit developments (PUD). All six development plans either show or allow for the proposed SH 99 Segment B.

H-GAC is responsible for intergovernmental regional planning and coordination activities within the 13 County Gulf Coast Planning Region of Texas, which includes Brazoria and Galveston counties. H-GAC and the cities of Alvin, Friendswood, and League City are incorporating the proposed SH 99 Segment B into the Houston-Galveston RTP, which includes major transportation corridor recommendations for the Grand Parkway, and future planning would be coordinated if one of the seven Alternative Alignments is selected as the preferred alternative.

ES 3.2 Geology, Soils, and Farmlands All seven Alternative Alignments would cross soils and geology similar in nature to each other. Direct prime farmland impacts are a result of acquiring prime farmland for additional ROW and converting it to transportation use. The conversion of prime farmland soils to highway ROW ranges from 531 acres for the Northern Alternative to 1,101 acres for the Central Alternative. The total score for the seven Alternative Alignments has not been determined at this time, as the NRCS is currently completing their portion of form NRCS-CPA-106. Coordination with the NRCS for impacts to farmlands will continue through the Final Environmental Impact Statement (FEIS).

ES 3.3 Social Characteristics ES 3.3.1 Population and Demographics Under the Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives, there would potentially be 56, 53, 13, 9, 13, 18, and 130 residential relocations, respectively. Implementation of the proposed SH 99 Segment B under any of the seven Alternative Alignments would provide additional access within the proposed SH 99 Segment B study area, which may induce secondary growth and development in the long-term. Growth and development are the principal secondary impacts

Executive Summary ES-9 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South related to new highway and highway improvement projects. No residential, business, or other relocations would be required under the No-Build Alternative.

In general, the impact on growth within the proposed SH 99 Segment B Social Economic Study Area as a result of implementation of any of the seven Alternative Alignments would be relatively modest, with the greatest impacts occurring near the major intersections of the proposed SH 99 Segment B with SH 288, SH 6, and IH 45 South. However, the level of impact does increase with the Central and Southern alternatives when compared to the Northern alternatives because the Central and Southern alternatives would increase accessibility to a progressively larger area of undeveloped land that might not have been developed within the next 20 years (University of Houston 2003).

ES 3.3.2 Neighborhoods and Community Cohesion As defined in Federal Highway Administration (FHWA) Technical Advisory T6640.8A, changes in community cohesion as a result of highway construction and improvements may be beneficial or adverse. Changes in community cohesion may include splitting neighborhoods, isolating a portion of a neighborhood or an ethnic group, generating new development, changing property values, terminating residential roads, and separating residents from community facilities.

All seven Alternative Alignments have the potential to cause the following effects on community cohesion:

 Overall improved public safety;  Potential change in property values adjacent to the proposed SH 99 Segment B;  Increased development potential in areas that currently have limited access;  A temporary increase in noise, dust, and traffic congestion during construction;  Potential increase in traffic noise after construction is complete;  Changes in access in some of the areas where an alternative follows an existing roadway;  Degradation of aesthetics and community; and  Splitting neighborhoods and/or isolating residential segments due to the proposed SH 99 Segment B location within residential areas and required relocations.

Single-family and multi-family communities and residents living in rural areas would be potentially impacted by residential displacements, loss of property, a potential increase in traffic noise, visual and aesthetic impacts, and short-term construction impacts. However, development of the proposed SH 99 Segment B would benefit adjacent neighborhoods and communities by improving mobility and accessibility within the overall proposed SH 99 Segment B study area.

Executive Summary ES-10 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The No-Build Alternative would not directly affect neighborhoods or community cohesion within the proposed SH 99 Segment B study area, which is expected to continue to develop. In the long-term and as an indirect effect of the No-Build Alternative and the continued development within the study area, persons living in neighborhoods within the study area would be impacted by increased traffic congestion, reduced area mobility, and increased traffic delays during an emergency evacuation.

ES 3.3.3 Community/Public Resources Community and public resources including schools, colleges, churches, cemeteries, parks, and recreational areas were identified within proposed SH 99 Segment B study area. Some public or community facilities are located directly adjacent to or in the immediate vicinity of the seven Alternative Alignments; however, only one public park would be directly affected by the South-New Alternative. Three churches would be displaced by the Southern 2 Alternative.

No other community or public facilities would be impacted by any of the Alternative Alignments. In the short-term, there may be an increase in traffic congestion and potential changes in traffic patterns in the vicinity of these facilities during construction. These effects would be temporary, and access to these facilities would be maintained during construction activities. Some of these facilities may be impacted by traffic noise. Visual aesthetics for those facilities located directly adjacent to the Alternative Alignments may be affected.

There would be no impact to public or community facilities as a result of implementation of the No-Build Alternative.

ES 3.3.4 Displacements and Relocations The Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives would require 1,125; 1,029; 1,034; 1,109; 1,182; 1,366; and 803 acres of additional ROW, respectively. Under the Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives, there would potentially be 56, 53, 13, 9, 13, 18, and 130 residential relocations, respectively. Since there is adequate available housing within the proposed SH 99 Segment B Social Economic Study Area to accommodate these residential relocations, it would be anticipated that residents required to relocate would do so within the Social Economic Study Area, most likely within Brazoria or Galveston counties. The existing population of the Social Economic Study Area would not be altered as a result of implementation of any of the seven Alternative Alignments or the No-Build Alternative. In addition, the overall racial/ethnic distribution of the population, and other demographic factors, would not be expected to be affected by any of the seven Alternative Alignments or the No-Build Alternative.

Executive Summary ES-11 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

ES 3.3.5 Environmental Justice (EJ) Executive Order (EO) 12898, Federal Actions to Address Environmental Justice (EJ) in Minority Populations and Low Income Populations, mandates that federal agencies identify and address, as appropriate, disproportionately high and adverse human health or environmental effects of programs on minority and low-income populations (59 Federal Register [FR]7629 7633, February 16, 1994).

The proposed SH 99 Segment B would not restrict access to any existing public or community services, businesses, commercial areas, or employment centers. There may be short-term, localized effects to air quality (e.g., increase in dust) and noise levels (e.g., generated by construction equipment and activities) in the immediate area adjacent to the proposed SH 99 Segment B construction. However, these effects would be temporary and would not be selectively limited to minority and low-income communities, potentially affecting all residential and business communities located in the immediate area adjacent to construction. In the long-term, the entire community, including minority and low-income populations, would benefit from the proposed SH 99 Segment B. Benefits include decreased traffic congestion on adjacent roadways, improved mobility, improved access to community and public facilities, the construction of an additional emergency evacuation route within the proposed SH 99 Segment B study area, and the creation of short-term and long-term jobs resulting from the implementation of the proposed SH 99 Segment B.

Although minority and low-income individuals, groups, or populations may be affected by residential relocations and increased traffic noise, these relocation impacts occur throughout the study area and are not limited to any one Census block group.

Implementation of the No-Build Alternative would not disproportionately affect minority or low-income populations living or traveling within the proposed SH 99 Segment B study area because all motorists living and traveling within the study area would experience the potential adverse impacts associated with the No-Build Alternative, such as increased traffic congestion, reduced mobility, and lack of an additional emergency evacuation route within the study area.

To comply with EO 12898, a notice announcing the availability of this EIS will be published in local newspapers to allow the public (including minority and low income individuals and populations) the opportunity to comment on the proposed SH 99 Segment B, and a public hearing will be conducted. Persons who own property directly adjacent to the proposed SH 99 Segment B will receive the meeting notice.

Executive Summary ES-12 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

ES 3.4 Economics ES.3.4.1 Property Revenue Long-term economic effects of the seven Alternative Alignments would include the permanent removal of taxable property (for ROW acquisition) in Brazoria and Galveston counties from the tax rolls of local government entities and school districts. In the long-term, this loss of taxable property would be expected to be offset by the increased values of land adjacent to the proposed SH 99 Segment B as new development occurs. In addition, new businesses that develop adjacent to the proposed SH 99 Segment B would generate new employment opportunities, income potential, sales tax, and other business tax revenues within the proposed SH 99 Segment B study area.

The Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives require 8, 10, 3, 2, 9, 6, and 57 business relocations, respectively. However, there are available commercial, retail, and industrial properties for sale or lease within the proposed SH 99 Segment B study area.

Under the No-Build Alternative, there would be no ROW acquisition, and private property would not be removed from the tax rolls of local government entities and school districts. However, because some portions of the proposed SH 99 Segment B study area would remain inaccessible or would continue to have limited access, development within these areas and any subsequent increase in property values would occur more slowly, if at all, than through implementation of the proposed SH 99 Segment B.

ES.3.4.2 Employment and Income during Construction Construction of any of the seven Alternative Alignments would have direct, indirect, and induced effects on local, regional, and State employment, output, and income. Direct effects include those arising from purchases made by the new roadway/highway construction sector. Direct costs include wages and salaries paid to workers directly engaged in the construction of the proposed SH 99 Segment B, as well as capital costs for equipment, materials, and supplies during construction. Induced effects are generated by the consumption of goods and services made possible by the payrolls associated with the construction of the proposed SH 99 Segment B. Indirect effects are the sum of all the rounds of purchases by all the interrelated sectors of the State economy (including direct, induced, and all additional effects), beginning with those that supply the suppliers of the new roadway/highway construction sector. Indirect effects distribute throughout the economy at each round of purchases.

Under the No-Build Alternative, some additional short-term employment opportunities and income would be generated by current planned improvements to roadways within the proposed SH 99 Segment B study

Executive Summary ES-13 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South area. However, the increase in employment would not be as extensive, or be for as long a time period, as it would be under any of the seven Alternative Alignments.

ES.3.4.3 Long-term Employment Growth Implementation of any of the seven Alternative Alignments would provide additional access within the proposed SH 99 Segment B study area, which may induce secondary growth and development in the long-term. The undeveloped tracts of land adjacent to the seven Alternative Alignments could be developed in the future. However, construction of the proposed SH 99 Segment B may accelerate the rate of development. In the long-term, undeveloped areas that were previously inaccessible (or had limited access) may be developed to accommodate new land uses and development, such as residential and commercial uses. It would be anticipated that any secondary development would occur gradually. New businesses would provide additional employment opportunities, income potential, and business and sales tax revenues in the study area. The proposed SH 99 Segment B would facilitate the economic growth expected to occur within the study area.

The Social Economic Study Area is expected to continue to develop. Under the No-Build Alternative, the rate of growth and development in the Social Economic Study Area would occur more slowly than under the seven Alternative Alignments because of the lack of roadway access to some undeveloped areas within the proposed SH 99 Segment B study area.

ES 3.5 Pedestrians and Bicyclists Bicycle and pedestrian facilities were identified within the proposed SH 99 Segment B study area. Implementation of the Northern, Northern 2, Central, Central-South, and Southern alternatives would not impact any known bicycle or pedestrian facilities. A bicycle route is located within the ROW of Southern 2 Alternative and could be displaced temporarily during roadway construction. However, a new bicycle lane would likely be included as part of the new roadway to be available after construction is completed. Through coordination with the H-GAC and local governments, all of the seven Alternative Alignments could accommodate proposed or existing pedestrian and bicycle facilities. The ROW of each alternative would be wide enough to accommodate pedestrian and bicycle facilities that could be built by others.

The No-Build Alternative would not affect existing pedestrian and bicycle facilities. However, other planned projects in the proposed SH 99 Segment B study area and increased traffic congestion could affect pedestrian and bicyclists that use these facilities in the study area.

ES 3.6 Air Quality EPA regulations require that a nonattainment area demonstrate that its RTP and Transportation

Executive Summary ES-14 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Improvement Program (TIP) conform to the intent of the State Implementation Plan (SIP) to attain the 8- hour ozone standard by the year 2010. The most recent SIP revision to the EPA requested the area be revised to severe with an attainment date of June 15, 2019. Under the regulations, added capacity projects may advance to construction only if they are part of the RTP and TIP, which has been determined to conform to the SIP. The proposed SH 99 Segment B is included and consistent with the H-GAC 2035 RTP Update and 2011-2014 TIP. The H-GAC Transportation Policy Council approved the 2011-2014 TIP on June 25, 2010. FHWA/Federal Transit Administration (FTA) found the fiscally constrained 2035 RTP Update to conform to the SIP on January 25, 2011 and the 2011-2014 TIP to conform on February 1, 2011.

There are six priority Mobile Source Air Toxics (MSATs) identified by the EPA, acetaldehyde, benzene, formaldehyde, diesel exhaust, acrolein, and 1,3-butadiene (66 FR 17230). The Clean Air Act (CAA) has established toxic emission levels at which these emissions (toxics) would be considered a major source and, therefore, subject to more stringent regulation. The proposed SH 99 Segment B is below the 140,000 average annual daily traffic threshold set forth in TxDOT’s 2006 Air Quality Guidelines (TxDOT 2006). The MSAT analysis indicates that forecasted 2035 total MSAT emissions, under the proposed SH 99 Segment B, would be 8 percent lower as compared to the 2009 base year. Some sensitive receptors do exist, but their exposure will decrease from the design year and beyond.

ES 3.7 Noise All seven Alternative Alignments would result in noise impacts. The Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives would potentially impact 117, 153, 85, 66, 61, 87, 229 residential receivers. A comprehensive traffic noise analysis, including an evaluation of noise abatement measures for all impacted receivers, would be performed for the preferred alternative and documented in the FEIS. At that time, noise abatement measures that would be both feasible and reasonable would be proposed for incorporation into the final design of the preferred alternative.

While no additional noise would result from the No-Build Alternative in areas where there are no existing roadways, other receivers within the proposed SH 99 Segment B study area that are adjacent to existing roadways are expected to experience increased noise levels as the traffic demand becomes greater.

ES 3.8 Water Quality ES 3.8.1 Surface Water In general, there are two categories of potential effects to surface water quality, one from construction and one from long-term use and maintenance. Direct water quality impacts for the seven Alternative

Executive Summary ES-15 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Alignments would include highway or runoff, construction-related impacts, and maintenance- related impacts. Since the proposed SH 99 Segment B would disturb greater than 1 acre, coordination with the TCEQ is required to meet the Texas Pollutant Discharge Elimination System (TPDES) Construction General Permit (CGP) requirements. Additionally, the proposed SH 99 Segment B would disturb more than 5 acres. As such, to meet the TPDES CGP requirements, TxDOT would develop and implement a Storm Water Pollution Prevention Plan (SW3P), submit a Notice of Intent (NOI) to the TCEQ, post a construction site notice, and submit a Notice of Termination once the site has reached final stabilization. Guidance documents, such as TxDOT’s Storm Water Management Guidelines for Construction Activities, provide discussion of temporary erosion control measures to be implemented during construction to minimize impacts to water quality during construction.

Long-term operational effects on surface water quality include changes in the volume of rainfall runoff and constituents carried in the runoff. Generally, runoff often contains sediment or pollutants in quantities that could impact water quality. Contractors would take appropriate measures to prevent or minimize and control hazardous material spills in the construction assembly area. Removal and disposal of all waste materials by the contractor would be in compliance with applicable federal and State guidelines and laws. Implementation of the proposed SH 99 Segment B would not result in contamination to or effect upon a public water supply. Implementation of the proposed SH 99 Segment B would also not delay restoration of impaired stream segments to meet use classifications. Three of the four classified surface water bodies within the proposed SH 99 Segment B study area were determined to not meet standards for one or more of the life uses evaluated by the TCEQ. Water quality concerns for these segments include bacteria level exceedances, depressed dissolved oxygen levels, and elevated ammonia levels.

The No-Build Alternative would have no impacts to existing water quality conditions and would provide no improvements, protection measures, or Best Management Practices (BMPs) to reduce existing direct or indirect water resource and water quality impacts. As a result, storm water runoff would continue to flow to water resources within the proposed SH 99 Segment B study area.

ES 3.8.2 Groundwater Direct impacts on groundwater quality from any of the seven Alternative Alignments would be related to storm water discharges from both the construction and the operation of the proposed SH 99 Segment B. Indirect impacts on groundwater quality would be primarily related to population growth and development, which is expected to continue within the study area. Storm water control measures and BMPs would be utilized such that construction and operation of any of the seven Alternative Alignments would have minimal, if any, impact to regional groundwater resources.

Executive Summary ES-16 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The No-Build Alternative would be expected to result in no new direct impacts to groundwater resources within the proposed SH 99 Segment B study area.

ES 3.8.3 Public Drinking Water Systems Results of the water well review also indicate that a total of 29 private water wells are located within 0.25 mile of the seven Alternative Alignments. Two of the wells are within the proposed Central Alternative ROW and may be directly impacted. If possible, ROW alignments would be adjusted to minimize impacts to private water wells in the study area. Unavoidable impacts to private water wells would be specifically addressed subsequent to the selection of a preferred alternative. However, if adjustments are not feasible, those wells within the selected ROW would be plugged and abandoned according to TCEQ regulations to eliminate the potential for impacts to groundwater resources.

ES 3.9 Wetlands and Other Waters of the United States (U.S.) ES 3.9.1 Navigable Waters of the United States (U.S.) No navigable waterways (i.e., waters that are presently used, or have been used in the past, or may be susceptible for use to interstate or foreign commerce) occur within the proposed SH 99 Segment B study area. Therefore, a Section 9 permit from the U.S. Coast Guard (USCG) or a Section 10 permit from the USACE would not be anticipated.

ES 3.9.2 Waters of the United States (U.S.) Construction of any of the seven Alternative Alignments could result in impacts to waters of the U.S. Specific impacts would be assessed when one of the seven Alternative Alignments is selected as the preferred alternative. Waters such as Dickinson, Mustang, and Chocolate bayous would likely be bridged, and smaller waters of the U.S. would either be bridged or placed within culverts. An increase in suspended sediments could occur at or near areas under construction. However, BMPs such as hay bales, silt fences, or rock berms would be implemented during construction to minimize potential impacts in the immediate construction area. Any water quality impacts would be expected to be short term and localized, as sediments should quickly settle from the water column downstream of disturbed areas. Coordination with the USACE would be conducted for any required permits.

There would be no direct impact to waters of the U.S. as a result of implementation of the No-Build Alternative.

ES 3.9.3 Wetlands Development of the seven Alternative Alignments included efforts to avoid impacts to wetlands resources. However, the distribution of wetlands within the proposed SH 99 Segment B study area and

Executive Summary ES-17 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South the geometric configuration of the roadway design made complete avoidance impractical. All of the corridor components identified in the universe of alternatives involved impacts to wetlands. Therefore, construction of any of the seven Alternative Alignments would likely require the placement of fill material into wetlands. No practicable alternatives to construction in wetlands are available. To the extent practicable, the Alternative Alignments would minimize impacts to wetlands; however, it is assumed that some wetlands impacts would be unavoidable within the ROWs of the alternatives. Upon selection of a preferred alternative, additional efforts would be made to refine the preferred alternative to avoid wetlands and to incorporate practicable measures to minimize unavoidable impacts to wetlands.

There would be no direct impact to wetlands as a result of implementation of the No-Build Alternative.

ES 3.9.4 Wetland Functions and Values Site specific assessments have not been conducted. However, it is anticipated that wetland functions would be temporarily or permanently lost as a result of construction of any of the seven Alternative Alignments. These functions might include food chain support, habitat, flood control, and nutrient/pollutant retention. Wetland functions and values would be assessed during field investigations of the selected preferred alternative. The USACE and other resource agencies would review the functions and values of these wetlands as part of the permit evaluation process. Wetland functions would be discussed in any required Section 404 permit application and taken into consideration during mitigation design. To the extent practicable, wetland functions would be replaced, in accordance with USACE requirements, as part of mitigation.

Wetland values would also be assessed during analysis of the preferred alternative. Examples of values include aesthetics, recreation, and uniqueness. These values and others would be considered by TxDOT, USACE, and the resource agencies and analyzed during the permit process to reach a consensus as to an adequate replacement of the values through mitigation.

There would be no direct impact to wetland functions or values as a result of the implementation of the No-Build Alternative.

ES 3.10 Permits Activities involving the discharge of dredged or fill material below the plane of ordinary high water of waters of the U.S., or any fill within wetlands, is subject to Section 404 of the Clean Water Act (CWA) and Section 401 water quality certification. The occurrence of stream crossings and other waters of the U.S. associated with the seven Alternative Alignments would be analyzed relative to limitations of applicable permits within the USACE’s Nationwide Permit program. The size of the proposed SH 99

Executive Summary ES-18 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Segment B and number of crossings may require a USACE Individual Permit prior to construction. TxDOT will coordinate with the USACE, Galveston District, to determine Department of Army permitting requirements, including a mitigation plan for unavoidable adverse impacts to waters of the U.S. Construction of stream crossings would be expected to accommodate normal and anticipated flood flows, and would not be expected to decrease or increase flows within local drainageways. A SW3P and NOI would be prepared and implemented prior to construction. The SW3P would include erosion and sediment controls, including interim and permanent stabilization practices.

No permits would be required as a result of implementation of the No-Build Alternative.

ES 3.11 Vegetation and Wildlife ES 3.11.1 Vegetation The majority of vegetation impacts would occur to agricultural and pastureland communities. Although clearing of the selected ROW would remove native and introduced species as well as crops, the acreage of agricultural land within each of the seven Alternative Alignments represents less than 1 percent of this habitat type in Brazoria County. Thus, species diversity in the agricultural community should not be adversely affected by the construction of any of the seven Alternative Alignments.

Habitats given special consideration for non-regulatory mitigation would be avoided, if possible. No known rare vegetation series are present within the proposed SH 99 Segment B study area. Bottomland hardwoods and riparian sites are present within the study area. Attempts would be made to avoid bottomlands and riparian sites during the design phase if one of the seven Alternative Alignments is selected as the preferred alternative; however, complete avoidance is unlikely. No known native prairies occur within the study area. If impacts do occur to special habitat features, mitigation would be discussed with regulatory agencies and stakeholders.

There would be no direct impact to vegetation as a result of implementation of the No-Build Alternative.

ES 3.11.2 Wildlife Construction of the proposed SH 99 Segment B would result in the loss of wildlife habitat. Habitat such as abandoned and/or active agricultural land, riparian corridors, woodlots, and wetlands would be impacted. Some individual animals, particularly less mobile species, may be eliminated during construction. Subsequent to construction, additional wildlife losses may occur as a result of vehicle- animal strikes. A long-term effect could be a slight permanent decline in area wildlife because of the loss of habitat.

Executive Summary ES-19 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

There would be no direct impact to wildlife as a result of implementation of the No-Build Alternative.

ES 3.12 Threatened and Endangered Species The following State and federal threatened and endangered species could be expected to occur in or near the proposed SH 99 Segment B study area:

 American Peregrine Falcon,  Bald Eagle,  Brown Pelican,  Peregrine Falcon,  White Faced Ibis,  White Tailed Hawk,  Whooping Crane,  Wood Stork, and  Timber/Canebrake Rattlesnake.

Impacts to the majority of the threatened and endangered species or their habitats are not expected as a result of implementation of any of the seven Alternative Alignments. Other listed species in Brazoria and Galveston counties are not considered likely to occur within the proposed SH 99 Segment B study area. Field investigations to determine whether or not the following species occur within the study area have not been conducted. Coordination and consultation with regulatory agencies would be conducted as needed based on the findings of future field investigations.

There would be no direct impact to threatened and endangered species as a result of implementation of the No-Build Alternative.

ES 3.13 Floodplains Portions of some of the seven Alternative Alignments occur in areas that are designated by the Federal Emergency Management Agency (FEMA) as a Special Flood Hazard Area. A hydraulic study would be conducted during the design phase of the proposed SH 99 Segment B and would include an evaluation of existing floodplains and predicted storm water runoff from the proposed roadway. The proposed SH 99 Segment B would be designed not to increase the risk of flooding by incorporating necessary drainage features such as culverts and .

There would be no direct impact to floodplains as a result of implementation of the No-Build Alternative.

Executive Summary ES-20 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

ES 3.14 Wild and Scenic Rivers The proposed SH 99 Segment B study area is not in the vicinity of any rivers or river segments listed in the National Inventory of the National Wild and Scenic River System; therefore, no impacts would be expected.

ES 3.15 Coastal Barriers The proposed SH 99 Segment B study area is not located on a coastal barrier island and is not included on the Coastal Barrier Resource System map; therefore, no impacts would be expected.

ES 3.16 Coastal Zone Management Plan The eastern terminus of the seven Alternative Alignments ending at IH 45 South borders the Coastal Management Zone (CMZ) boundary. Additionally, the South-New Alternative encroaches into the CMZ boundary near County Road (CR) 192 as defined in General Land Office’s Coastal Coordination Council rules, 30 Texas Administrative Code (TAC) 503.1. Coordination with the Coastal Coordination Council would be initiated, if necessary, following selection of a preferred alternative. The proposed SH 99 Segment B study area does not include tidally influenced waters and, therefore, would have no impact on essential fish habitat. Coordination with the National Marine Fisheries Service is not required.

There would be no direct impact concerning the CMZ as a result of implementation of the No-Build Alternative.

ES 3.17 Cultural Resources ES 3.17.1 Archeological A search of the Texas Archeological Research Laboratory and Moore Archeological Consulting records was conducted to determine whether or not any previously recorded prehistoric and/or historic archeological sites existed within the study area. The search revealed 24 known sites in the vicinity of the study area. Only one of these sites, prehistoric site 41BO166, is actually situated within the study area boundaries, all of the other sites were found outside the boundaries of the study area but within 10 kilometers. The 41BO166 site data form does not provide an assessment of the potential for eligibility of the site to the National Register of Historic Places (NRHP). Any alignment that might potentially cross this site would require additional surveys of the site.

A thorough examination of the Potential Archeological Liability Map (PALM) recommendations for the study area was made. This study found that 59.3 percent of the study area falls under the Unit 4 designation, where no survey for prehistoric sites would be required. Approximately 4.1 percent falls within Unit 1 requiring surface excavations and deep reconnaissance. Approximately 13.8 percent of the

Executive Summary ES-21 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South study area requires Unit 2-level survey, which recommends a surface survey. The largest area requiring survey is Unit 2a, which requires surface survey of mounds only, at 22.8 percent. Thus, the PALM recommends some degree of survey for approximately 40 percent of the study area.

Application of the PALM to the study area removes a substantial portion of the study area from further consideration with regard to prehistoric archeological sites. The PALM and Moore (1995) models are in fundamental agreement that affected portions of the remainder of the study area would require archeological field survey.

ES 3.17.2 Historical A total of 115 properties were documented in the study area. The predominant property type is domestic in nature, and single-family dwellings are most common. In each case, intensive survey would require additional documentation, particularly for rural properties. Many of these properties may need to be evaluated for their role in local history, rather than their architecture or design. Such analysis entails research that would place these properties in their appropriate contextual setting. As well, fieldwork must interpret more obscure features, outbuildings, or industrial properties like pipelines and tank batteries to understand their contributions to local history. In accordance with the Programmatic Agreement, TxDOT would individually coordinate this project with the State Historic Preservation Officer, as the project has the potential to affect historic properties.

There would be no direct cultural resource impacts as a result of the implementation of the No-Build Alternative.

ES 3.18 Hazardous Materials The potential for encountering hazardous materials during the proposed SH 99 Segment B construction was identified for the seven Alternative Alignments. The potential for impacts to hazardous material or waste sites would be associated with currently operating sites as well as historical sites or facilities that have already impacted or have the potential to impact the existing environment. Ninety-two sites at 55 locations were identified in association with the seven Alternative Alignments. Additional investigations for hazardous materials sites would be conducted following selection of a preferred alternative.

The proposed SH 99 Segment B may include the demolition and/or relocation of building structures. The buildings may contain asbestos materials. Asbestos inspections, specification, notification, license, accreditation, abatement, and disposal, as applicable, would be in compliance with federal and State regulations. Asbestos issues would be addressed during the ROW process prior to construction.

Executive Summary ES-22 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

There would be no direct hazardous material impacts as a result of implementation of the No-Build Alternative.

ES 3.19 Visual and Aesthetic Qualities Construction of any of the seven Alternative Alignments would introduce a new visual element in the immediate area, altering the rural setting in some portions of the proposed SH 99 Segment B study area, particularly those portions where the various alternatives do not follow existing roadways and where there is existing adjacent residential development.

An additional impact related to aesthetics is associated traffic noise barriers, toll electronic collection gates, and ambient light levels. Under the seven Alternative Alignments, some areas would experience traffic noise impacts. Where feasible and reasonable, noise barriers would be proposed to abate traffic noise impacts to adjacent areas. In general, the roadway lighting system would be restricted to major intersections and those areas where on- and off-ramps are located.

There would be no direct impact to visual aesthetics as a result of implementation of the No-Build Alternative.

ES 3.20 Energy Completion of the proposed controlled access roadway facility would ease congestion within the proposed SH 99 Segment B study area by diverting vehicles from current travel routes. Decreased vehicle delays and more efficient vehicle operating speeds would allow for increased energy efficiency on the new facility. Long-term operational energy savings would be expected to offset the initial energy requirements to construct the facility.

ES 3.21 Construction Impacts Construction of any of the seven Alternative Alignments would be consistent with State and local plans, programs, and policies to improve overall long-term access. The short-term uses of the environment associated with any of these alternatives are those typical of roadway construction. Short-term impacts occurring during construction may include disturbances to local businesses and residences, detours, and changes in local access that have the potential to produce minor delays in traffic.

ES 3.22 The Relationship Between Local Short-term Uses Versus Long-term Productivity Growth and development, and its associated increase in regional population, are expected to continue. Implementation of the proposed SH 99 Segment B would not result in an immediate change in the socioeconomic environment. However, increased mobility and accessibility would exert a long-term

Executive Summary ES-23 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South influence on the existing environment. The need for minor roadways, energy, water and wastewater utilities, municipal services, etc., to supply the demands of an increased population would have a long- term impact on the environment.

Long-term impacts on wildlife populations in the region would be determined primarily by the extent to which habitat is reduced or degraded by induced and cumulative development. Long-term productivity of some species may be decreased because of the loss of habitat, although some compensation may be available through management and possible enhancement of remaining habitat areas.

Construction activities within and near waterbodies and water courses would likely result in short-term increases in turbidity. The impacts would not be long-term and aquatic communities would reestablish in the areas subjected to construction activities. Long-term degradation of regional water quality would not be expected, as implementation of BMPs and regulatory restrictions on storm water and wastewater discharges would be required for future development projects.

The No-Build Alternative would not involve short-term construction impacts and would not maintain and/or enhance long-term productivity.

ES 3.23 Irreversible and Irretrievable Commitments of Resources Implementation of any of the seven Alternative Alignments involves the commitment of natural, physical, human, and fiscal resources. The commitment of these resources is based on the concept that residents in the immediate area, region, and State would benefit by the improved quality of the transportation system. These benefits would consist of improved accessibility and safety, savings of time, and a greater availability of quality services. These benefits are anticipated to outweigh the commitment of resources.

The No-Build Alternative would involve no irreversible or irretrievable commitment of human and/or natural resources.

Table ES-1 summarizes all of the impacts discussed above for the seven Alternative Alignments.

Executive Summary ES-24

Draft Environmental Impact Statement SH 99 Segment B:From SH 288 t Executive Summar TABLE ES-1 SUMMARY OF IMPACTS BY ALTERNATIVE ALIGNMENT Central- Northern Northern 2 Central South-New Southern Southern 2 No- Component Unit South Alignment Alignment Alignment Alignment Alignment Alignment Build Alignment Length Miles 23.20 21.20 24.80 26.33 28.16 28.17 22.56 0

y Required ROW Acres 1,125 1,029 1,034 1,109 1,182 1,366 803 0 Wetlands Forested Acres 0 2 19 20 10 5 3 0 Non-Forested Acres 24 33 26 22 35 31 3 0 Water Resources Stream Crossings Number 13 9 13 13 14 11 11 0 Canals Number 3 3 3 3 3 3 3 0 Stock Ponds Number 1 6 3 1 3 0 10 0 Floodplains LF 36,870 21,362 29,880 26,899 22,667 11,649 18,592 0 Floodways LF 2,387 41,503 4,830 2,088 2,093 7,153 2,351 0 T&E & SOC Habitat Animals Y/N N Y (Equal chance along all seven Alternative Alignments where habitat is present) Plants Y/N N Vegetative Comm. Agricultural Acres 923 832 759 890 770 1,008 384 0 Urban/Residential Acres 47 48 65 61 241 38 268 0 Riparian Acres 22 9 37 23 25 64 28 0 Wooded Lot Acres 118 59 147 136 84 171 94 0 Other Acres 13 96 23 7 62 83 314 0 Prime Farmland Acres 531 912 1,101 919 1,065 787 676 0 Potential Residential Number 117 153 85 66 61 87 229 0 Noise Impacts Air Quality N N N N N N N 0 Haz. Materials Sites No. of ES-25 12 15 32 33 35 10 37 0 w/in ½ Mile of ROW Sites Public Water Wells Number 0 0 0 1 0 3 2 0 w/in ¼ Mile of ROW H4 o IH 45

Draft Environmental Impact Statement SH 99 Segment B:From SH 288 t Executive Summar Central- Northern Northern 2 Central South-New Southern Southern 2 No- Component Unit South Alignment Alignment Alignment Alignment Alignment Alignment Build Alignment Private Water Wells 0 Number 5 7 7 7 8 8 12 w/in ¼ Mile of ROW

y Cultural Resources Prev. Rec. Arch. Sites Number 23 sites near the study area and 1 within the study area Prev. Rec. Hist. Sites Number 115 properties documented within the study area Displacements/

Relocations Residential Number 56 53 13 9 13 18 130 0 Business Number 8 10 3 2 9 6 57 0 Schools Number 0 0 0 0 0 0 0 0 Churches Number 0 0 0 0 0 0 3 0 Section 4(f) Properties Number 0 0 0 0 1 0 0 0 Parks & Rec. Areas Number 0 0 0 0 1 0 0 0 Cemeteries Number 0 0 0 0 0 0 0 0 Env. Justice Consid. Y/N N N Visual & Aesthetics High/Low Low: Equal along all seven Alternative Alignments Low Indirect & Cumulative Y/N Yes: Equal along all seven Alternative Alignments N

Notes: LF=Linear Feet; No.=Number; Y/N=Yes/No; * = If “Y” refer to DEIS for impacts ES-26 H4 o IH 45

Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

ES 4 INDIRECT AND CUMULATIVE IMPACTS The potential exists for the proposed SH 99 Segment B to induce peripheral growth by removing an obstacle(s) to growth and development. Alternatives that include the construction of a new location roadway, for example, would remove a lack of access obstacle. Since the majority of the seven Alternative Alignments under consideration would include new location roadway, one can draw upon historically similar actions to give insight into the potential to induce change in the proposed SH 99 Segment B study area. Additionally, all of the Alternative Alignments would have the potential to reduce traffic congestion, thereby removing growth obstacles.

The many projects occurring in the general vicinity of the proposed SH 99 Segment B are part of the continued urbanization and industrialization of the overall region. The potential cumulative effects of these projects accompany this trend and would affect environmental, social, and economic receptors. However, existing governmental regulations, in conjunction with the goals and coordination of community planning efforts, address the many and varied issues that influence the local and ecosystem- level conditions. The vision, goals, and, ultimately, the coordination of the numerous stakeholder groups by local organizations, and the regulatory powers of State and federal programs in addition to regulations such as the Texas Coastal Management Program, the CWA, and the CAA, serve to safeguard these resources and prevent or minimize negative impacts that would threaten the general health and sustainability of the region.

ES 5 PREFERRED ALTERNATIVE RECOMMENDATION The need and purpose for the proposed SH 99 Segment B is to improve the mobility and effectiveness of the roadway system located in Galveston and Brazoria counties as well as to provide an additional hurricane evacuation route. The No-Build Alternative would not safely and adequately accommodate existing and future traffic volumes on roadways within the proposed SH 99 Segment B study area. The No-Build Alternative results in higher traffic volumes on existing roadways, which correlates to increased congestion and longer travel times on the existing roadways within the study area. While the No-Build Alternative would incur no construction costs compared to the seven Alternative Alignments, it would result in higher maintenance costs to existing roadways in the study area because of increased traffic volumes on those facilities. The No-Build Alternative would also require additional short-term restoration and safety improvements to enhance the operation of exiting roadways. Additionally, compared to the seven Alternative Alignments, these maintenance improvements would increase traffic disruptions along the existing roadways. For the No-Build Alternative, traffic conditions would remain essentially unchanged, leading to increased traffic congestion. The No-Build Alternative would not offer a solution

Executive Summary ES-27 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South for improving mobility, safety, and network roadway system effectiveness, and therefore, it does not meet the need and purpose of the proposed SH 99 Segment B.

When evaluating the seven Alternative Alignments, the South-New Alternative exhibits the most desirable characteristics (Table ES-1). The number of impacts to natural resources is minimized due to a majority of the South-New Alternative following the existing alignment of SH 35, which is preferred by the resource agencies. The South-New Alternative also received the most support from the general public, resource agencies, and elected officials. Therefore, the South-New Alternative is recommended as the preferred alternative.

ES 6 AREAS OF CONTROVERSY There has been a response by the general public who are concerned with noise, air, and displacements because of the proposed SH 99 Segment B. There is also strong opposition from environmental interest groups, citing that the proposed SH 99 Segment B would create or encourage sprawl, which increases road building and urbanization, heavy traffic, noise pollution, air pollution, light pollution, loss of rural community and atmosphere, flooding, water pollution, destruction of farmland, and degradation of wildlife habitat, such as migratory bird and rookery habitat, native prairies, prairie , wetlands, streams, bottomland hardwoods, bays, and wetlands along creeks within the study area that may be destroyed or degraded by filling, paving, runoff water pollution, sewage effluent, dredging, draining, and ditching.

ES 7 UNRESOLVED ISSUES WITH AGENCIES There are no unresolved issues with other agencies at this time. Coordination with local, State, and federal agencies will continue throughout the development of the EIS.

ES 8 LIST OF FEDERAL ACTIONS ON THE PROPOSED PROJECT Activities involving the discharge of dredged or fill material below the plane of ordinary high water of waters of the U.S., including wetlands, is subject to Section 404 of the CWA and TCEQ’s 401 water quality certification. The occurrence of stream crossings and other waters of the U.S. associated with the seven Alternative Alignments would be analyzed relative to limitations of applicable permits within the USACE’s Nationwide Permit program. The size of the proposed SH 99 Segment B and number of crossings may require a USACE Individual Permit prior to construction. Construction of stream crossings would be expected to accommodate normal and anticipated flood flows, and would not be expected to decrease or increase flows within the local drainageways. A SW3P and NOI would be prepared and implemented prior to construction. The SW3P would include erosion and sediment controls, including

Executive Summary ES-28 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South interim and permanent stabilization practices. Mitigation for wetland impacts would be included as part of the Section 404 permit application.

On September 14, 1998, the Regional Administrator for the EPA, Region 6, approved the application by the State to administer and enforce the National Pollutant Discharge Elimination System program for regulating discharges of pollutants into waters of the State. The authority to approve State programs is provided to the EPA in Section 402(b) of the CWA. The proposed SH 99 Segment B is located within the boundaries of the City of Alvin, Oak Manor Municipal Utility District (MUD), Bay Colony West MUD, Galveston County MUD 14, and Galveston County MUD 15 Phase II Municipal Separate Storm Water System and would comply with the applicable MS4 requirements.

The approved State program (i.e., the TPDES program) is administered by the TCEQ. Therefore, coordination with the TCEQ is required to meet the TPDES CGP requirements because the proposed SH 99 Segment B would disturb more than 5 acres. To meet the TPDES CGP requirements, TxDOT must develop and implement a SW3P, complete and submit a NOI to the TCEQ, post a construction site notice at the construction site and submit a Notice of Termination once the site has reached final stabilization. Guidance documents, such as TxDOT’s Storm Water Management Guidelines for Construction Activities, provide discussion of storm water controls to be implemented during construction.

Impacts to threatened or endangered species or their habitats are not expected as a result of implementation of any of the seven Alternative Alignments. However, there are some species that may have habitat present within the proposed SH 99 Segment B study area, and field investigations to determine whether or not the species occur within the study area have not been conducted. Therefore, should the potential for occurrences of threatened or endangered species be found along the preferred alternative, once chosen, and the need for consultation with regulatory agencies is determined, then coordination under Section 7 would be conducted with USFWS.

There are no other federal actions required for the seven Alternative Alignments. No federal actions would be required as a result of implementation of the No-Build Alternative.

Executive Summary ES-29 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

THIS PAGE IS INTENTIONALLY LEFT BLANK Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Executive Summary ES-31 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Executive Summary ES-32 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE OF CONTENTS

SECTION 1: PROJECT NEED AND PURPOSE ...... 1-1 1.1 NEED FOR AND PURPOSE OF THE PROPOSED PROJECT ...... 1-1 1.1.1 NEED ...... 1-1 1.1.2 PURPOSE ...... 1-2 1.2 DETAILED TRANSPORTATION NEEDS ANALYSIS ...... 1-3 1.2.1 SYSTEM LINKAGE ...... 1-3 1.2.2 EXPANDED CAPACITY ...... 1-4 1.2.3 SAFETY (HURRICANE EVACUATION ROUTE) ...... 1-9 1.2.4 ECONOMIC DEVELOPMENT ...... 1-19

SECTION 2: ALTERNATIVES ANALYSIS ...... 2-1 2.1 TRANSPORTATION SYSTEM IMPROVEMENT OPTIONS ...... 2-1 2.1.1 DESCRIPTION OF ALTERNATE TRANSPORTATION MODES ...... 2-1 2.1.2 TRANSPORTATION SYSTEM MANAGEMENT (TSM) ALTERNATIVES ...... 2-4 2.1.3 TRAVEL DEMAND MANAGEMENT (TDM) ALTERNATIVES ...... 2-5 2.1.4 NO-BUILD ALTERNATIVE ...... 2-6 2.2 ASSESSMENT OF TRANSPORTATION SYSTEM IMPROVEMENT OPTIONS ...... 2-6 2.2.1 TRANSPORTATION SYSTEM IMPROVEMENTS ELIMINATED FROM FURTHER STUDY ...... 2-7 2.2.2 TRANSPORTATION SYSTEM IMPROVEMENTS SELECTED FOR FURTHER STUDY ...... 2-9 2.3 SELECTION OF RECOMMENDED ALTERNATIVE ...... 2-10 2.3.1 PROPOSED SH 99 SEGMENT B STUDY AREA...... 2-10 2.3.2 DEVELOPMENT OF PRELIMINARY BUILD ALTERNATIVES ...... 2-11 2.3.3 DEVELOPMENT OF CANDIDATE ALTERNATIVE ALIGNMENTS ...... 2-12 2.3.4 TRAFFIC ANALYSIS FOR SELECTED ALTERNATIVES ...... 2-14 2.3.5 SELECTION OF RECOMMENDED BUILD ALTERNATIVE ...... 2-15

SECTION 3: AFFECTED ENVIRONMENT ...... 3-1 3.1 LAND USE AND TRANSPORTATION PLANNING ...... 3-1 3.1.1 EXISTING LAND USES ...... 3-1 3.1.2 LAND USE PLANNING ...... 3-2 3.1.3 TRANSPORTATION PLANNING ...... 3-4 3.2 GEOLOGY, SOILS, AND FARMLANDS ...... 3-6 3.2.1 GEOLOGY ...... 3-6 3.2.2 SOILS ...... 3-6 3.2.3 FARMLANDS ...... 3-7 3.3 SOCIAL CHARACTERISTICS ...... 3-9 3.3.1 POPULATION CHARACTERISTICS ...... 3-9 3.3.2 HOUSING, NEIGHBORHOODS, AND COMMUNITY COHESION ...... 3-13 3.3.3 SOCIAL AND COMMUNITY RESOURCES ...... 3-15 3.4 ECONOMICS ...... 3-20 3.4.1 ECONOMIC CONDITIONS ...... 3-20 3.4.2 EMPLOYMENT ...... 3-22 3.4.3 INCOME ...... 3-23 3.4.4 PROPERTY TAX REVENUES ...... 3-23 3.5 PEDESTRIANS AND BICYCLISTS ...... 3-23 3.6 AIR QUALITY ...... 3-25 3.6.1 CRITERIA POLLUTANTS ...... 3-25 3.6.2 MOBILE SOURCE AIR TOXICS (MSATS) ...... 3-28 3.7 NOISE ...... 3-36 3.7.1 CHARACTERISTICS OF NOISE ...... 3-36 3.7.2 EXISTING NOISE LEVELS ...... 3-36 3.8 WATER QUALITY ...... 3-37 3.8.1 SURFACE WATER ...... 3-37

Table of Contents i Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

3.8.2 GROUNDWATER ...... 3-40 3.8.3 PUBLIC DRINKING WATER SYSTEMS ...... 3-40 3.9 WETLANDS AND OTHER WATERS OF THE UNITED STATES (U.S.) ...... 3-41 3.9.1 NAVIGABLE WATERS OF THE UNITED STATES (U.S.) ...... 3-42 3.9.2 WATERS OF THE UNITED STATES (U.S.) ...... 3-42 3.9.3 WETLANDS ...... 3-42 3.10 VEGETATION AND WILDLIFE ...... 3-45 3.10.1 VEGETATION ...... 3-45 3.10.2 WILDLIFE ...... 3-48 3.11 THREATENED AND ENDANGERED SPECIES ...... 3-49 3.12 FLOODPLAINS ...... 3-62 3.13 WILD AND SCENIC RIVERS ...... 3-63 3.14 COASTAL BARRIERS ...... 3-64 3.15 COASTAL ZONE MANAGEMENT PLAN AND ESSENTIAL FISH HABITAT ...... 3-64 3.15.1 COASTAL MANAGEMENT ZONE (CMZ) ...... 3-64 3.15.2 ESSENTIAL FISH HABITAT ...... 3-65 3.16 CULTURAL RESOURCES ...... 3-65 3.16.1 ARCHEOLOGICAL RESOURCES ...... 3-65 3.16.2 HISTORIC ARCHEOLOGICAL SITES ...... 3-66 3.17 HAZARDOUS MATERIALS ...... 3-69 3.18 VISUAL AND AESTHETIC QUALITIES ...... 3-72

SECTION 4: ENVIRONMENTAL CONSEQUENCES ...... 4-1 4.1 LAND USE...... 4-1 4.2 GEOLOGY, SOILS AND FARMLANDS ...... 4-3 4.2.1 GEOLOGY ...... 4-3 4.2.2 SOILS ...... 4-3 4.2.3 FARMLANDS ...... 4-3 4.3 SOCIAL CHARACTERISTICS ...... 4-5 4.3.1 POPULATION AND DEMOGRAPHICS ...... 4-5 4.3.2 NEIGHBORHOODS AND COMMUNITY COHESION ...... 4-9 4.3.3 COMMUNITY/PUBLIC RESOURCES ...... 4-11 4.3.4 DISPLACEMENTS AND RELOCATIONS ...... 4-16 4.3.5 ENVIRONMENTAL JUSTICE (EJ) ...... 4-21 4.4 ECONOMICS ...... 4-37 4.4.1 PROPERTY TAX REVENUES ...... 4-38 4.4.2 EMPLOYMENT AND INCOME DURING CONSTRUCTION ...... 4-39 4.4.3 LONG-TERM EMPLOYMENT GROWTH ...... 4-40 4.5 PEDESTRIANS AND BICYCLISTS ...... 4-41 4.6 AIR QUALITY ...... 4-41 4.6.1 CRITERIA POLLUTANTS ...... 4-41 4.6.2 MOBILE SOURCE AIR TOXICS (MSATS) ...... 4-42 4.6.3 CONGESTION MANAGEMENT PROCESS (CMP) ...... 4-53 4.6.4 SUMMARY OF IMPACTS ...... 4-53 4.7 NOISE ...... 4-54 4.8 WATER QUALITY ...... 4-57 4.8.1 SURFACE WATER ...... 4-57 4.8.2 GROUNDWATER ...... 4-59 4.8.3 PUBLIC DRINKING WATER SYSTEMS ...... 4-60 4.9 WETLANDS AND OTHER WATERS OF THE UNITED STATES (U.S.) ...... 4-63 4.9.1 NAVIGABLE WATERS OF THE UNITED STATES (U.S.) ...... 4-63 4.9.2 WATERS OF THE UNITED STATES (U.S.) ...... 4-63 4.9.3 WETLANDS ...... 4-64 4.9.4 WATERS OF THE UNITED STATES (U.S.) FUNCTIONS AND VALUES ...... 4-67 4.10 PERMITS ...... 4-68 4.11 VEGETATION AND WILDLIFE ...... 4-69

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4.11.1 VEGETATION ...... 4-69 4.11.2 WILDLIFE ...... 4-73 4.12 THREATENED AND ENDANGERED SPECIES ...... 4-77 4.12.1 BIRDS ...... 4-77 4.12.2 FISHES ...... 4-79 4.12.3 MAMMALS ...... 4-79 4.12.4 MOLLUSKS ...... 4-79 4.12.5 PLANTS ...... 4-80 4.12.6 REPTILES ...... 4-80 4.13 FLOODPLAINS ...... 4-81 4.13.1 HYDROLOGY AND DRAINAGE ...... 4-81 4.13.2 FLOODPLAINS ...... 4-82 4.14 WILD AND SCENIC RIVERS ...... 4-84 4.15 COASTAL BARRIERS ...... 4-84 4.16 COASTAL ZONE MANAGEMENT PLAN AND ESSENTIAL FISH HABITAT ...... 4-84 4.16.1 ESSENTIAL FISH HABITAT ...... 4-84 4.17 CULTURAL RESOURCES ...... 4-85 4.17.1 ARCHEOLOGICAL RESOURCES ...... 4-85 4.17.2 HISTORIC STRUCTURES ...... 4-86 4.18 HAZARDOUS MATERIALS ...... 4-87 4.18.1 PETROLEUM STORAGE TANKS ...... 4-87 4.18.2 OIL AND GAS WELL INSTALLATIONS AND PIPELINES ...... 4-88 4.18.3 ASBESTOS-CONTAINING MATERIALS ...... 4-89 4.18.4 CONSTRUCTION ...... 4-89 4.19 VISUAL AND AESTHETIC QUALITY ...... 4-90 4.20 ENERGY ...... 4-91 4.21 CONSTRUCTION IMPACTS ...... 4-92 4.22 THE RELATIONSHIP OF LOCAL SHORT-TERM USES VERSUS LONG-TERM PRODUCTIVITY ...... 4-93 4.23 IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF RESOURCES ...... 4-94 4.24 PREFERRED ALTERNATIVE RECOMMENDATION ...... 4-95

SECTION 5: INDIRECT IMPACT ANALYSIS ...... 5-1 5.1 METHODOLOGY ...... 5-2 5.2 STEP 1: SCOPING ...... 5-3 5.3 STEP 2: IDENTIFY THE STUDY AREA’S GOALS AND TRENDS ...... 5-4 5.4 STEP 3: INVENTORY THE STUDY AREA’S NOTABLE FEATURES ...... 5-7 5.5 STEPS 4 THROUGH 7 PER RESOURCE ...... 5-8 5.5.1 LAND USE ...... 5-8 5.5.2 FARMLANDS ...... 5-13 5.5.3 SOCIAL ...... 5-15 5.5.4 PEDESTRIAN AND BICYCLE FACILITIES ...... 5-19 5.5.5 AIR QUALITY ...... 5-20 5.5.6 NOISE ...... 5-22 5.5.7 WATER QUALITY ...... 5-23 5.5.8 WETLANDS AND WATERS OF THE UNITED STATES (U.S.) ...... 5-25 5.5.9 FLOODPLAINS ...... 5-27 5.5.10 VEGETATION ...... 5-28 5.5.11 WILDLIFE HABITAT ...... 5-30 5.5.12 CULTURAL RESOURCES ...... 5-32 5.5.13 VISUAL AND AESTHETIC QUALITIES ...... 5-34 5.6 REGIONAL INDIRECT EFFECTS OF TOLL FACILITIES ...... 5-36 5.7 CONCLUSION ...... 5-38

SECTION 6: CUMULATIVE EFFECTS ANALYSIS ...... 6-1 6.1 INTRODUCTION ...... 6-12

Table of Contents iii Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6.1.1 METHODOLOGY FOR CUMULATIVE IMPACT ANALYSIS ...... 6-12 6.1.2 LAND USE ...... 6-15 6.1.3 AIR QUALITY ...... 6-25 6.1.4 SOCIAL ...... 6-31 6.1.5 WATER QUALITY ...... 6-40 6.1.6 FLOODPLAINS ...... 6-43 6.1.7 WETLANDS AND WATERS OF THE UNITED STATES (U.S.) ...... 6-45 6.1.8 VEGETATION ...... 6-50 6.1.9 CONCLUSIONS ...... 6-52 6.2 REGIONAL CUMULATIVE EFFECTS OF TOLLED FACILITIES AND MANAGED LANES ...... 6-55 6.2.1 ANALYSIS APPROACH ...... 6-55 6.2.2 FINDINGS ...... 6-60 6.2.3 OVERALL TOLL NETWORK FINDINGS ...... 6-66

SECTION 7: AGENCY AND PUBLIC COORDINATION ...... 7-1 7.1 AGENCY COORDINATION ...... 7-1 7.1.1 CONTACT WITH AGENCIES ...... 7-1 7.1.2 MEETINGS WITH AGENCIES ...... 7-2 7.2 PUBLIC INVOLVEMENT ...... 7-5 7.2.1 COMMUNICATION WITH PUBLIC ...... 7-5 7.2.2 PUBLIC MEETING SUMMARIES ...... 7-6

SECTION 8: LIST OF PREPARERS ...... 8-1

SECTION 9: DISTRIBUTION LIST ...... 9-1

SECTION 10: BIBLIOGRAPHY ...... 10-1

SECTION 11: INDEX ...... 11-1

LIST OF TABLES

TABLE ES-1 SUMMARY OF IMPACTS BY ALTERNATIVE ALIGNMENT ...... ES-25 TABLE 1 PROPOSED GRAND PARKWAY SEGMENTS ...... 3 TABLE 1-1 PROJECTED SEGMENT B TRAFFIC VOLUMES FOR THE NORTHERN ALTERNATIVE ALIGNMENT ...... 1-6 TABLE 1-2 PROJECTED SEGMENT B TRAFFIC VOLUMES FOR THE CENTRAL ALTERNATIVE ALIGNMENT ...... 1-7 TABLE 1-3 PROJECTED SEGMENT B TRAFFIC VOLUMES FOR THE SOUTHERN 2 ALTERNATIVE ALIGNMENT ...... 1-7 TABLE 1-4 PROJECTED SEGMENT B TRAFFIC VOLUMES FOR THE SOUTH-NEW ALTERNATIVE ALIGNMENT ...... 1-7 TABLE 1-5 LEVEL OF SERVICE (LOS) CHARACTERISTICS ...... 1-8 TABLE 1-6 2035 LEVEL OF SERVICE (LOS) ...... 1-8 TABLE 1-7 PROJECTED GROWTH FACTORS PER COUNTY ...... 1-11 TABLE 1-8 ESTIMATED EVACUATION VEHICLE VOLUMES ...... 1-12 TABLE 1-9 ESTIMATED EVACUATION DESTINATION CITIES PERCENTAGE ...... 1-12 TABLE 1-10 ESTIMATED EVACUATION VEHICLE VOLUMES PER SEGMENT ...... 1-13 TABLE 1-11 HOURLY SERVICE VOLUMES PER ROUTE ...... 1-14 TABLE 1-12 PROJECTED EVACUATION TOTALS AND CLEARANCE TIMES ...... 1-14 TABLE 2-1 ALTERNATIVE ALIGNMENT EVALUATION MATRIX ...... 2-16 TABLE 3-1 PLANNED AND EXISTING LAND DEVELOPMENT PROJECTS IN THE STUDY AREA ...... 3-3 TABLE 3-2 PROJECTED POPULATION GROWTH FROM 2005 TO 2025 ...... 3-9

Table of Contents iv Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 3-3 INCREASE IN NUMBER OF HOUSEHOLDS AND TOTAL EMPLOYMENT BY YEAR 2025 ...... 3-11 TABLE 3-4 POPULATION AND DEMOGRAPHICS WITHIN THE STUDY AREA ...... 3-12 TABLE 3-5 INCOME CHARACTERISTICS OF THE STUDY AREA COUNTIES AND CITIES ...... 3-13 TABLE 3-6 TOTAL HOUSING UNITS AND VACANCY RATE IN 2000 AND 2005 - 2007 ...... 3-14 TABLE 3-7 EMPLOYMENT BY INDUSTRY IN BRAZORIA AND GALVESTON COUNTIES ...... 3-21 TABLE 3-8 COMMUTE TO WORK CHARACTERISTICS ...... 3-21 TABLE 3-9 CIVILIAN LABOR FORCE, TOTAL EMPLOYMENT, AND UNEMPLOYMENT RATE ...... 3-22 TABLE 3-10 PROPERTY TAX REVENUES AND RATES FOR MAJOR TAXING JURISDICTIONS ...... 3-23 TABLE 3-11 NATIONAL AMBIENT AIR QUALITY STANDARDS ...... 3-26 TABLE 3-12 MONITOR LOCATIONS IN THE VICINITY OF THE STUDY AREA ...... 3-32 TABLE 3-13 SENSITIVE RECEPTORS IN THE STUDY AREA ...... 3-34 TABLE 3-14 SENSITIVE RECEPTORS BY DISTANCE IN THE STUDY AREA ...... 3-34 TABLE 3-15 NOISE MEASUREMENT DATA ...... 3-36 TABLE 3-16 TEXAS SURFACE WATER QUALITY STANDARDS SEGMENTS WITHIN THE STUDY AREA ...... 3-38 TABLE 3-17 2008 WATER QUALITY CONCERNS WITHIN THE STUDY AREA ...... 3-39 TABLE 3-18 FEDERAL AND STATE-LISTED THREATENED AND ENDANGERED SPECIES FOR BRAZORIA AND GALVESTON COUNTIES ...... 3-50 TABLE 3-19 TOTAL 100-YEAR FLOODPLAINS WITHIN THE ALTERNATIVE ALIGNMENTS ...... 3-63 TABLE 4-1 ACREAGE OF LAND CONSUMED FOR ALTERNATIVE ALIGNMENTS ...... 4-2 TABLE 4-2 ACRES OF PRIME AND STATEWIDE IMPORTANT FARMLAND SOILS ...... 4-4 TABLE 4-3 SOIL ASSOCIATIONS OF PRIME AND STATEWIDE IMPORTANT FARMLAND SOILS BY ALTERNATIVE ALIGNMENT ...... 4-4 TABLE 4-4 PROJECTED INCREASE IN NUMBER OF HOUSEHOLDS AND TOTAL EMPLOYMENT WITHIN THE SOCIAL ECONOMIC STUDY AREA (2004 – 2025) ...... 4-6 TABLE 4-5 POTENTIAL RESIDENTIAL AND BUSINESS RELOCATIONS ...... 4-16 TABLE 4-6 HOUSING AVAILABILITY WITHIN THE STUDY AREA ZIP CODES ...... 4-19 TABLE 4-7 BUSINESS PROPERTIES/LAND FOR SALE OR LEASE WITHIN THE STUDY AREA ZIP CODES ...... 4-20 TABLE 4-8 CATEGORIES OF FREE PASSAGE ON TOLL ROADS ...... 4-26 TABLE 4-9 HCTRA TOLL RATES ...... 4-28 TABLE 4-10 EZ TAG FEES ...... 4-29 TABLE 4-11 POTENTIAL PERSON TRIPS IN THE EJ AND NON-EJ ZONES ...... 4-33 TABLE 4-12 AM PEAK HOME-BASED WORK (HBW) TRIPS FOR BUILD AND NO-BUILD SCENARIOS1 ...... 4-34 TABLE 4-13 AM PEAK HOME-BASE, NON-WORK (HBNW) TRIPS FOR BUILD AND NO-BUILD SCENARIOS1 ...... 4-35 TABLE 4-14 POTENTIAL ECONOMIC IMPACT FOR BRAZORIA AND GALVESTON COUNTIES ...... 4-36 TABLE 4-15 ADDITIONAL ROW REQUIREMENTS PER ALTERNATIVE ALIGNMENT ...... 4-38 TABLE 4-16 ESTIMATES OF ECONOMIC EFFECTS FROM CONSTRUCTION ...... 4-40 TABLE 4-17 SEGMENT B MSAT EMISSIONS BY BUILD SCENARIO (TONS/YEAR) ...... 4-46 TABLE 4-18 COMMON SOUND/NOISE LEVELS ...... 4-54 TABLE 4-19 FHWA NOISE ABATEMENT CRITERIA (NAC) ...... 4-56 TABLE 4-20 POTENTIAL NOISE IMPACTS ...... 4-57 TABLE 4-21 PUBLIC WATER-SUPPLY WELLS LOCATED WITHIN ONE-QUARTER MILE OF THE ALTERNATIVE ALIGNMENTS ...... 4-60 TABLE 4-22 PRIVATE WATER-SUPPLY WELLS LOCATED WITHIN ONE-QUARTER MILE OF THE ALTERNATIVE ALIGNMENTS ...... 4-61 TABLE 4-23 POTENTIAL WETLAND IMPACTS WITHIN THE ALTERNATIVE ALIGNMENTS ...... 4-65 TABLE 4-24 POTENTIAL VEGETATION IMPACTS WITHIN THE ALTERNATIVE ALIGNMENTS ...... 4-70 TABLE 4-25 WATER RESOURCES TYPE PER ALTERNATIVE ALIGNMENT ...... 4-82

Table of Contents v Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 4-26 SUMMARY OF IMPACTS BY ALTERNATIVE ALIGNMENTS ...... 4-96 TABLE 5-1 DEVELOPMENT WITHIN THE AOI (PAST/EXISTING DEVELOPMENT) ...... 5-13 TABLE 5-2 REGIONAL ROADWAY NETWORK (LANE MILES) ...... 5-36 TABLE 6-1 DETERMINATION OF RESOURCES/ISSUES CONSIDERED IN CUMULATIVE EFFECTS ANALYSIS ...... 6-2 TABLE 6-2 GUIDELINES FOR IDENTIFYING AND ASSESSING CUMULATIVE EFFECTS ...... 6-12 TABLE 6-3 LAND DEVELOPMENT PROJECTS IN THE RSA ...... 6-17 TABLE 6-4 PROPOSED TRANSPORTATION PROJECTS IN THE RSA ...... 6-20 TABLE 6-5 LOCAL MONITOR DATA ...... 6-28 TABLE 6-6 MSAT EMISSIONS BY BUILD SCENARIO ...... 6-29 TABLE 6-7 2035 HBW PERSON TRIPS1 ...... 6-62 TABLE 6-8 2035 HBNW PERSON TRIPS1 ...... 6-65

LIST OF FIGURES

FIGURE ES-1 STUDY AREA ...... ES-31 FIGURE ES-2 CANDIDATE ALTERNATIVES ...... ES-32 FIGURE 3-1 EPA MONITORED VALUES FOR AIR TOXICS IN THE VICINITY OF THE STUDY AREA ...... 3-32 FIGURE 4-1 FHWA MSAT ANALYSIS: NATIONAL MSAT EMISSION TRENDS 1990-2050 USING MOBILE6.2 ...... 4-45 FIGURE 4-2 COMPARISON OF MSAT EMISSIONS VS. VMT BY SCENARIO FOR SEGMENT B ...... 4-47 FIGURE 5-1 FREEWAY, TOLLWAY, SYSTEM IMPROVEMENTS ...... 5-37 FIGURE 5-2 2035 FUTURE CORRIDOR AND CAPITAL FACILITIES PROJECTS ...... 5-38 FIGURE 6-1 H-GAC REGION WITH TITLE VI COMMUNITIES OF CONCERN ...... 6-57 FIGURE 6-2 2035 RTP UPDATE MANAGED ROAD SYSTEM ...... 6-58 FIGURE 6-3 2035 UPDATE NO-BUILD RTP MANAGED ROAD SYSTEM ...... 6-59

VOLUME II: LIST OF EXHIBITS EXHIBIT 1-1 STATE HIGHWAY (GRAND PARKWAY) 99 SEGMENTS EXHIBIT 1-2 STUDY AREA EXHIBIT 1-3 EVACUATION ZONES EXHIBIT 2-1 PRELIMINARY STUDY AREA EXHIBIT 2-2 EXISTING CONDITIONS (YEAR 2001/2002) TRAFFIC OPERATIONS EXHIBIT 2-3 2035 NO-BUILD TRAFFIC OPERATIONS EXHIBIT 2-4 UNIVERSE OF ALTERNATIVES EXHIBIT 2-5 CANDIDATE ALTERNATIVES EXHIBIT 2-6 2035 SOUTH-NEW ALTERNATIVE TRAFFIC OPERATIONS EXHIBIT 2-7 2035 NORTHERN ALTERNATIVE TRAFFIC OPERATIONS EXHIBIT 2-8 2035 CENTRAL ALTERNATIVE TRAFFIC OPERATIONS EXHIBIT 2-9 2035 SOUTHERN 2 ALTERNATIVE TRAFFIC OPERATIONS EXHIBIT 2-10 RECOMMENDED BUILD ALTERNATIVE AND RESIDENTIAL COMMUNITIES EXHIBIT 3-1 SOCIAL ECONOMIC STUDY AREA AND AREA OF INFLUENCE EXHIBIT 3-2 EXISTING LAND USE 2004 EXHIBIT 3-3 SOILS EXHIBIT 3-4 HOUSTON-GALVESTON-BRAZORIA CMSA EXHIBIT 3-5 CENSUS MAP EXHIBIT 3-6 COMMUNITY RESOURCES AND FACILITIES, AND NOISE MEASUREMENT LOCATIONS EXHIBIT 3-7 FLOODPLAINS AND WETLANDS EXHIBIT 3-8 HAZARDOUS MATERIAL SITES, PIPELINES, AND WELL SITES

Table of Contents vi Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

EXHIBIT 4-1 LAND USE 2025 – NO-BUILD ALTERNATIVE EXHIBIT 4-2 LAND USE 2025 – NORTHERN & NORTHERN 2 ALTERNATIVES EXHIBIT 4-3 LAND USE 2025 – CENTRAL & SOUTHERN 2 ALTERNATIVES EXHIBIT 4-4 LAND USE 2025 – CENTRAL-SOUTH, SOUTH-NEW & SOUTHERN ALTERNATIVES EXHIBIT 4-5 NO-BUILD ALTERNATIVE PROJECTED EMPLOYMENT GROWTH BY TAZ (2004-2005) EXHIBIT 4-6 NO-BUILD ALTERNATIVE PROJECTED HOUSEHOLD GROWTH BY TAZ (2004-2025) EXHIBIT 4-7 NORTHERN ALTERNATIVE – IMPACT ON PROJECTED EMPLOYMENT GROWTH BY TAZ (2004-2025) EXHIBIT 4-8 NORTHERN ALTERNATIVE – IMPACT ON PROJECTED HOUSEHOLD GROWTH BY TAZ (2004-2025) EXHIBIT 4-9 CENTRAL ALTERNATIVE – IMPACT ON PROJECTED EMPLOYMENT GROWTH BY TAZ (2004-2025) EXHIBIT 4-10 CENTRAL ALTERNATIVE – IMPACT ON PROJECTED HOUSEHOLD GROWTH BY TAZ (2004-2025) EXHIBIT 4-11 SOUTHERN ALTERNATIVE – IMPACT ON PROJECTED EMPLOYMENT GROWTH BY TAZ (2004-2025) EXHIBIT 4-12 SOUTHERN ALTERNATIVE – IMPACT ON PROJECTED HOUSEHOLD GROWTH BY TAZ (2004-2025) EXHIBIT 4-13 RESIDENTIAL RELOCATIONS AND ZIP CODE BOUNDARIES EXHIBIT 4-14 RESIDENTIAL RELOCATIONS AND POTENTIAL AFFECTED CENSUS BLOCKS EXHIBIT 4-15 ROADWAY FACILITIES WITHIN THE STUDY AREA EXHIBIT 4-16 EJ-RELATED DEMOGRAPHICS BY TAZ EXHIBIT 5-1 1975 DEVELOPMENT IN THE AOI EXHIBIT 5-2 1995 DEVELOPMENT IN THE AOI EXHIBIT 5-3 2008 DEVELOPMENT IN THE AOI EXHIBIT 6-1 TRAVEL STUDY AREA EXHIBIT 6-2 RSA FOR WATER RESOURCES

VOLUME II: LIST OF APPENDICES

A SOILS AND PRIME FARMLAND FOUND WITHIN THE PROPROSED SH 99 SEGMENT B STUDY AREA B SMALL AREA FORECASTS: THE ECONOMIC IMPACT OF THE GRAND PARKWAY C 2035 RTP AND 2011 – 2014 TIP D AGENCY COORDINATION E CULTURAL RESOURCE REPORTS F HAZARDOUS MATERIALS G CENSUS DATA H GRAND PARKWAY (SH 99) SEGMENT B MOBILE SOURCE AIR TOXICS DRAFT NEPA DOCUMENT AND TECHNICAL REPORT

Table of Contents vii Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

LIST OF ACRONYMNS ACC Alvin Community College ACS American Community Survey a.m. ante meridiem AOI Area of Influence ASTM American Society for Testing and Materials ATL average trip length BMP Best Management Practice BNSF Burlington Northern Santa Fe CAA Clean Air Act CAMS Continuous Air Monitoring Station CEQ Council on Environmental Quality CFR Code of Federal Regulations CGP Construction General Permit CERCLIS Comprehensive Environmental Response, Compensation, and Liability Information System CMP Congestion Management Process CMSA Consolidated Metropolitan Statistical Area CMZ Coastal Management Zone CO Carbon Monoxide CORRACTS Corrective Action Site CR County Road CSJ control-section-job CWA Clean Water Act dB decibel dBA decibel (A-weighted) DEIS Draft Environmental Impact Statement DPM Diesel Particulate Matter e.g. exempli gratia, for example EIS Environmental Impact Statement EJ Environmental Justice EMS Emergency Medical Services EO Executive Order EPA U.S. Environmental Protection Agency

List of Acronyms viii Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

ERNS Emergency Response Notification System et al. et alia, and others ETC electronic toll collection etc. et cetera, and other things FHWA Federal Highway Administration FEIS Final Environmental Impact Statement FEMA Federal Emergency Management Agency FM Farm-to-Market FPPA Farmland Protection Policy Act FR Federal Register FTA Federal Transit Administration FY Fiscal Year GEN Generator GIS geographic information system GPA Grand Parkway Association HAPs Hazardous Air Pollutants HBW home-based work HBNW home-based, non-work HCTRA Harris County Authority H-GAC Houston-Galveston Area Council HGB Houston-Galveston-Beaumont HGSD Harris-Galveston Subsidence District HOT high occupancy toll HOV high occupancy vehicle i.e. id est, that is IH Interstate Highway IRIS Integrated Risk Information System ISD Independent School District Jr. Junior

Leq sound level equivalent LF linear feet LOS level of service LUST Leaking Underground Storage Tank MBTA Migratory Bird Treaty Act

List of Acronyms ix Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

METRO Harris County Metropolitan Transit Authority mg/l milligrams per liter MOBILE EPA’s Mobile Emission Factor Model MOU Memorandum of Understanding mph miles per hour MSAT Mobile Source Air Toxic MUD Municipal Utility District NAAQS National Ambient Air Quality Standards NAC Noise Abatement Criteria NCHRP National Cooperative Highway Research Program NEPA National Environmental Policy Act NFIP National Flood Insurance Program

NO2 Nitrogen Dioxide NOI Notice of Intent

NOx Nitrogen Oxides NRCS Natural Resources Conservation Service NRHP National Register of Historic Places NWI National Wetlands Inventory

O3 Ozone PALM Potential Archeological Liability Map PEM Palustrine Emergent PFO Palustrine Forested p.m. Post Meridiem PM particulate matter

PM2.5 particulate matter less than 2.5 microns

PM10 particulate matter less than 10 microns ppb parts per billion ppm parts per million PSS Palustrine Scrub-Shrub PUB Palustrine Unconsolidated Bottom PUD Planned Unit Development RAZ Regional Analysis Zone RCRA Resource Conservation and Recovery Act ROD Record of Decision

List of Acronyms x Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

ROW right-of-way RR Railroad RRC Railroad Commission of Texas RSA Resource Study Area RTP Regional Transportation Plan SH State Highway SIP State Implementation Plan

SO2 sulfur dioxide SOV single occupancy vehicle SW3P Storm Water Pollution Prevention Plan TAC Texas Administration Code TAZ Traffic Analysis Zone TCEQ Texas Commission on Environmental Quality TDM Travel Demand Management THC Texas Historical Commission TIP Transportation Improvement Program TMA Transportation Management Area TMDL total maximum daily load TPDES Texas Pollutant Discharge Elimination System TPWD Texas Parks and Wildlife Department TSM Transportation System Management TSWQS Texas Surface Water Quality Standards TTI Texas Transportation Institute TWDB Texas Water Development Board TxDOT Texas Department of Transportation U.S. United States US United States Highway USACE U.S. Army Corps of Engineers USCG U.S. Coast Guard USFWS U.S. Fish and Wildlife Service USGS U.S. Geological Survey UST Underground Storage Tank VFD volunteer fire department VMT vehicle miles traveled

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VOC volatile organic compound VPD Vehicles per day VPH vehicles per hour YMCA Young Men’s Christian Association

List of Acronyms xii Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

GLOSSARY Alternative: General term that refers to possible Build Alternative: The Build Alternative approaches to meeting the need for and purpose consist of a controlled access highway of the project. Typically refers to the No-Build constructed on a new location within the and the Build Alternative. proposed SH 99 Segment B area.

Alternative Alignment: An alignment that Carbon Monoxide (CO): A colorless, odorless, refers to a proposed routing of the Build poisonous gas that is formed as a product of the Alternative. incomplete combustion of carbon and is emitted directly by automobiles and trucks. Ambient Air Quality: The state of quality of the air in the surrounding environment. Circumferential Roadway: A facility that is oriented in a circular manner such as a beltway. Aquatic Resources: For the purpose of this study, aquatic resources are defined as wetlands. Coastal Barrier: Coastal barriers are unique land forms that provide protection for diverse Aquifer: A water-bearing geologic unit of aquatic habitats and serve as the mainland's first permeable rock, sand, or gravel that yields line of defense against the impacts of severe considerable quantities of water to springs and coastal storms and erosion. wells. Coastal Zone Management: The nation’s Area of Influence (AOI): The geographic coasts are managed through a voluntary federal boundary within which possible indirect and state partnership that protects, restores, and development and potential indirect impacts responsibly develops our nation’s diverse coastal could occur. communities and resources.

At-Grade: Describes a roadway that will be Collector Roadways: These roadways provide relatively close to the existing ground elevation service to any county seat, large towns, or other and not elevated on a bridge structure. major traffic generators not served by the arterial system. They provide links to the higher At-Grade Intersection: A point where two classified routes and serve as important roadways meet and traffic is controlled by a intracounty travel corridors. traffic signal or stop sign. Community Cohesion: The connections Attainment: Status of the various pollutants between and within communities which are described in the National Ambient Air Quality essential for serving the needs of the residents. Standards (NAAQS). A condition where a pollutant meets NAAQS. Controlled Access Tollway: A controlled access facility has no at-grade intersections and Average Daily Traffic: Average traffic volume only allows access to/from the facility at specific in a 24-hour period on a particular roadway. locations such as exit and entrance ramps.

Bottomland Forest: For the purpose of this Control-Section-Job (CSJ) Numbers: CSJ study, bottomland forest is defined as deciduous, numbers are numbers assigned to all on-system wetland forested areas dominated by mesic public highways in Texas. The CSJ is a unique, hardwood tree species that occur primarily nine-digit identification for a project. within the 100-year floodplain. Bottomland forest is commonly found wherever streams or Corridor: A corridor is a broad geographical rivers (at least occasionally) cause flooding band with no predefined size or scale that beyond their channel confines. follows a general directional flow connecting

Glossary xiii Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South major sources of trips. It involves a nominally Floodplain: The portion of a river or stream linear transportation service area that may valley, adjacent to the channel, which is covered contain a number of , highways, and with water when the river or stream overflows transit route alignments. its banks at flood stage. It is also defined as lowland and relatively flat areas adjoining inland Cultural Resources: Patterned physical remains and coastal waters including, at a minimum, that of human activity distributed over the landscape area subject to a one percent or greater chance of through time. flooding in any given year (the 100-year floodplain). Cumulative Effect/Impact: An impact on the environment that results from the incremental Floodway: The channel of a river or other impact of the action when added to other past, watercourse and the adjacent land areas that present, and reasonably foreseeable future must be reserved in order to discharge the base actions, regardless of what agency (federal or flood without cumulatively increasing the water non-federal) or person undertakes such other surface elevation more than a designated height. actions. Grand Parkway Association (GPA): A Direct Impact: Direct effects are caused by the nonprofit transportation organization acting on action (proposed SH 99 Segment B) and occur at behalf of the Texas Department of the same time and place (40 CFR 1508.8). Transportation (TxDOT) in the promotion and development of public transportation facilities Endangered Species: A species that is in and systems within the State of Texas to assist danger of extinction throughout all or a TxDOT in obtaining land and funding to meet significant portion of its range. the primary, legal, engineering and right-of-way (ROW) requirements of the Grand Parkway. Environmental Constraints/Sensitive Resources: Ecological, socio-economic, or Groundwater: Subsurface water that occurs cultural areas that may restrict or confine the beneath the water table in soils and geologic placement of a project. Examples include areas formations that are fully saturated. of sensitive habitat, wetlands, cemeteries, or parks. Historic Archeological Site: Any subsurface cultural manifestation dated post-European Environmental Impact Statement (EIS): An contact. EIS is a full disclosure document that details the process through which a transportation project Houston-Galveston Area Council (H-GAC): was developed, includes consideration of a range The H-GAC is the region-wide voluntary of reasonable alternatives, analyzes the potential association of 133 local governments and local impacts resulting from the alternatives, and elected officials in the 13-county Gulf Coast demonstrates compliance with other applicable Planning Region of Texas. The Gulf Coast environmental laws and executive orders. Planning Region consists of Austin, Brazoria, Chambers, , Fort Bend, Galveston, Environmental Justice: In accord with Harris, Liberty, Matagorda, Montgomery, Executive Order 12898, the avoidance of actions Walker, Waller, and Wharton counties. Its that cause disproportionately high and adverse service area is 12,500 square miles and contains impacts on minority and low-income almost 5.4 million people. Organized in 1966, populations with respect to human health and the H-GAC provides a forum for the discussion of environment. area-wide concerns, promoting regional cooperation through comprehensive planning Essential Fish Habitat: Areas designated as and services to local governments. EFH contain habitat essential to the long-term survival and health of our nation’s fisheries.

Glossary xiv Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Impact/Effect: In environment analyses, the Logical Termini: The FHWA memorandum words “impact” or “effect” are used to express Guidance on the Development of Logical the extent or severity of an environmental Project Termini defines termini as: (1) rational problem, e.g., the number of persons displaced end points for a transportation improvement, and by a new transportation facility. As indicated in (2) rational end points for a review of CEQ 1500 (Section 1508.8), impacts and effects environmental impacts. are considered to be synonymous. Impacts or effects may be ecological, aesthetic, historic, Low-Income Population: A population whose cultural, economic, social, or health related, and household income is below the Department of they may be direct, indirect, or cumulative. Health and Human Services poverty guidelines.

Indirect Effect/Impact: An impact that is Metropolitan Planning Organization: The caused by an action, and is later in time or metropolitan planning organization is a federally farther in distance but is still reasonably designated, regional agency that works with foreseeable. state and local governments, the private sector, and the region’s citizens to plan coordinated Interstate Highways (IH)/Freeways: These are transportation systems designed to move goods divided highways with two or more lanes and people affordably, efficiently, and safely. designated for the exclusive use of traffic in Major products produced by a metropolitan each direction. These roadways are intended to planning organization include a long-range provide uninterrupted flow. There are no Regional Transportation Plan (RTP), a shorter signalized or stop-controlled at-grade term Transportation Improvement Program intersections. Direct access from adjacent (TIP), a Congestion Management System properties is not permitted. Access is limited to (CMS), and a Unified Planning Work Program ramp locations and opposing directions are (UPWP). separated by a raised barrier, a median, or a raised . Examples of Interstate Minor Arterials: These roadways interconnect Highways are IH 10, IH 45, and IH 610. The and supplement the principal arterial system term "freeway" in this document is consistent with a greater emphasis on land access and a with terminology in the Transportation Research lower level of traffic mobility. They provide Board's (TRB) Highway Capacity Manual intracommunity service and connect rural (2000). Any divided arterial with complete collector roadways to the urban highway system. access control and unimpeded traffic flow is designated a freeway, whether it is tolled or not. Mitigation: The CEQ regulations define mitigation as: Avoiding the impact altogether by Level of Service (LOS): Operating conditions not taking a certain action or parts of an action; within a stream of traffic describing safety, minimizing impacts by limiting the degree or traffic interruptions, speed, freedom to magnitude of the action and its implementation; maneuver, comfort, and convenience. Six levels rectifying the impact by repairing, rehabilitating, of service are defined, designated A through F, or restoring the affected environment; reducing with A representing the best conditions and F or eliminating the impact over time by the worst. preservation and maintenance operations during the life of the action; compensating for the Limited English Proficiency: Individuals who impact by replacing or providing substitute do not speak English as their primary language resources or environments. and who have a limited ability to read, speak, write, or understand English can be limited Mobile Source Air Toxics (MSAT): A English proficient, or "LEP." These individuals category of substances in the air that are known may be entitled language assistance with respect or suspected of causing cancer or other health to a particular type or service, benefit, or problems in humans, and for which a National encounter. Ambient Air Quality standard (NAAQS) does

Glossary xv Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South not exist (i.e., excluding ozone, carbon habitats. Palustrine wetlands include all nontidal monoxide, particulate matter, sulfur dioxide, wetlands dominated by trees, shrubs, persistent nitrogen oxide). emergent plants, or emergent mosses or lichens, as well as small, shallow open water ponds or National Register of Historic Places: The potholes. Palustrine wetlands are often called National Register of Historic Places (NRHP), as swamps, marshes, potholes, bogs, or fens. Ther maintained by the United States Department of are five Palustrine wetlands documented in this the Interior, pursuant to 16 USC § 470a. study, Palustrine Unconsolidated Bottom (PUB), Palustrine Emergent (PEM), Palustrine Forested NEPA Document: Any document or report (PFO), and Palustrine Scrub Shrub (PSS). prepared by or on behalf of a federal agency pursuant to the National Environmental Policy Preferred Alternative: The alternative that the Act (NEPA) for a project, including, but not proponent (FHWA/TxDOT/GPA) believes necessarily limited to, any Environmental would fulfill its statutory mission and Assessment (EA), Finding of No Significant responsibilities and is consistent with the need Impact, DEIS, FEIS, or Record of Decision, but for and purpose of a project, while giving not including any pre-decisional, deliberative, or consideration to economic, environmental, privileged materials. technical, and other factors, including public and agency comments received in response to the Nitrogen Oxide (NOx): Colorless, sweet-tasting DEIS. This alternative may or may not be the gas emitted directly by automobiles and trucks. same as the Recommended Alternative identified in the DEIS. No-Build Alternative: (Does not include the construction of the proposed SH 99 Segment B.) Prehistoric Archeological Site: Any cultural This represents a continuation of the existing manifestation predating European contact. transportation facilities, which incorporates the execution of planned and/or committed roadway Prime Farmland: Prime farmland is land that improvements; Transportation System has the best combination of physical and Management (TSM), Transportation Demand chemical characteristics for producing food, Management (TDM), and modal transportation feed, forage, fiber, and oilseed crops, and is improvements; new planned roadway suitable for cropland, pastureland, rangeland, or construction; and Smart Streets. forestland. It is not suited to urban or water use. It has the soil quality, growing season, and Nonattainment: An area that does not meet (or moisture supply needed to economically produce that contributes to ambient air quality in a sustained high yields of crops when treated and nearby area that does not meet) the national managed, including water management, primary or secondary ambient air quality according to acceptable farming methods. standard for criteria pollutants. Principal Arterials: These roadways provide an Notice of Intent (NOI): An NOI is published in integrated network of roads that connect the Federal Register to notify the public that an principal metropolitan areas and serve virtually agency is preparing an EIS. all urban areas with a population greater than 25,000. They serve long distance travel demands Ozone: Unstable blue gas with a pungent odor such as statewide and interstate travel. Principal formed principally in indirect reactions arterials can be grouped into two separate involving volatile organic compounds, nitrogen categories: oxides and sunlight. (1) Freeway Principal Arterial: These principal Palustrine Wetland: Wetlands occurring in the arterials have complete access control. Much Palustrine System, one of five systems in the like an interstate facility, they are designed to classification of wetlands and deepwater have an unimpeded traffic flow. The proposed

Glossary xvi Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Grand Parkway is an example of a freeway Regional Transportation Plan: The 2035 RTP principal arterial. is the long-range transportation vision and plan for the Houston-Galveston region and serves as (2) Non-Freeway Principal Arterial: These the blueprint that would guide the development principal arterials do not exhibit access control. of our transportation system through the next 30 At-grade intersections and impeded traffic flow years. is common. Regulatory Floodway: The portion of the 100- Project (Proposed SH 99 Segment B): The year floodplain within which the majority of the whole of an action that has a potential for flood waters are carried and where flooding resulting in a physical change in the hazards are the highest. environment, directly or ultimately, and that is any of the following: Right-of-Way (ROW): Land, property, or interest therein acquired for and devoted to (1) An activity directly undertaken by any public transportation purposes, including construction, agency, including but not limited to public maintenance, operations, and protection of a works construction and related activities, facility. clearing or grading of land, improvements to existing public structures, enactment and Riparian: Pertaining to anything connected with amendment of zoning ordinances, and the or immediately adjacent to the banks of a adoption and amendment of local General Plans stream. or elements thereof pursuant to Government Code Sections 65100-65700. Section 106: Section 106 of the National Historic Preservation Act of 1966, 16 USC (2) An activity undertaken by a person, which is §470f. Pertains to the protection and supported in whole or in part through public preservation of historic resources. agency contracts, grants, subsidies, loans, or other forms of assistance from one or more Section 4(f): Section 4(f) of the Department of public agencies. Transportation Act of 1966, 49 U.S.C. §303(c). Pertains to the protection of a Section 4(f) (3) An activity involving the issuance to a resource. person of a lease, permit, license, certificate, or other entitlement for use by one or more public Section 4(f) Document: Any finding, agencies. evaluation, report, or other document prepared by or on behalf of FHWA or TXDOT pursuant Radial Roadway: These are roadway facilities to Section 4(f) with respect to a project, that radiate outward from the core of the including but not necessarily limited to any metropolitan area like spokes on a wheel. The finding of no constructive use and any approval radial facilities typically become less dense in of the use of a Section 4(f) resource, but not outer suburbs. including any predecisional, deliberative, or privileged materials. Recommended Alternative: Refers to the recommended routing of the Build Alternative at Section 4(f) Resource: Any publicly owned the time of the publication of the DEIS. park, recreation area, wildlife or waterfowl Selection of this alternative is based on public refuge or historic site that is protected under and agency outreach results and an analysis and Section 4(f). comparison of the potential effects on the physical, biological, and human environment of SH 99 Segment B Study Team: Consultant each alternative. team consisting of AECOM (Prime), Jacobs Engineering, Inc., Atkins, Baker, Barton Smith,

Glossary xvii Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Roger Moore, Prewitt and Associates, Inc.and Transportation Improvement Program (TIP): The Lentz Group. The TIP is a comprehensive listing of transportation projects approved for funding and Social Economic Study Area: Consists of a implementation within a four-year period. The number of Regional Analysis Zones (RAZs) and Houston-Galveston Area Council (H-GAC), as Traffic Analysis Zones (TAZs), as defined by H- the Metropolitan Planning Organization for the GAC, within Brazoria and Galveston counties. eight-county Transportation Management Area, develops the TIP in a collaborative effort with Study Area: The area in which the development local governments, transit and transportation of alternative alignments was studied to address agencies, and the Texas Department of the need for and purpose of the proposed SH 99 Transportation. Segment B. Transportation System Management (TSM) Superfund: Superfund is the name given to the Alternatives: Management techniques to make federal government's environmental program the existing transportation system as efficient as established to address and clean up the nation's possible. Examples would be park-and-ride lots, uncontrolled hazardous waste sites. ridesharing, HOV facilities, traffic signal coordination, and intersection improvements. Surface Water: Water that is on the Earth's surface, such as in a stream, river, lake, or Travel Demand: The number of users desiring reservoir. to travel the highway system based on the available roadway network. System Linkage: The connection of major facilities within a highway system. Travel Study Area: An area used in analyses of traffic conditions that includes all major Topography: Configuration (relief) of the land roadways potentially affected by the proposed surface; the graphic delineation or portrayal of new transportation facility. that configuration in map form, as by contour lines. TxDOT Houston District Potential Archeological Liability Map (Houston- Traffic Analysis Zone (TAZ): A traffic PALM): A geoarcheological model designed as analysis zone is the unit of geography most a decision-support tool for use by TxDOT in the commonly used in conventional transportation compliance process. It allows a priority planning models. The size of a zone varies, but assessment of geoarcheological potential and the for typical metropolitan planning software, a potential impact on archeological resources by zone of under 3,000 people is common. The transportation activities without requiring a field spatial extent of zones typically varies in visit. models, ranging from very large areas in the exurbs to as small as city blocks or buildings in Upland Habitat: Land that has sufficient dry central business districts. conditions for hydrophytic vegetation, hydric soils, and /or wetland hydrology to be lacking. Transportation Demand Management (TDM) Any area that is not a wetland, deepwater Alternatives: Behavioral changes to aquatic habitat, or other special aquatic site is commuters’ travel habits that result in fewer considered upland habitat. vehicles during peak hours. Examples would be carpooling/vanpooling, employee trip reduction Vehicle Hours Traveled (VHT): The time (in programs, compressed work weeks, hours) that users spend on the roadway system telecommuting, flex-time, and employer during a specific time period. incentives. Viewshed: All land seen from one static point.

Glossary xviii Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Watershed: A specific geographic area drained by a major stream or river.

Wetland (Adjacent): Those areas that are inundated or saturated by surface or groundwater at a frequency and duration sufficient to support, and under normal conditions do support, a prevalence of vegetation typically adapted for life in saturated conditions. Adjacent wetlands also lie within the 100-year floodplain and/or have a hydrologic connection to navigable waters.

Wetland (Isolated): Those areas that are inundated or saturated by surface or groundwater at a frequency and duration sufficient to support, and under normal conditions do support, a prevalence of vegetation typically adapted for life in saturated conditions. Isolated wetlands do not lie within the 100-year floodplain nor do they have a hydrologic connection to navigable waters.

Wild and Scenic Rivers: Congress established a National Wild and Scenic Rivers System (National System) in order to preserve forever in a free-flowing condition some of the nation’s most precious rivers. To qualify, a river or river segment must be in a free-flowing condition and must be deemed to have one or more “outstandingly remarkable” scenic, recreational, geologic, fish and wildlife, historic, cultural or other similar values.

Note: For further reference, please consult the TxDOT website at: http://onlinemanuals. txdot.gov/ txdotmanuals/glo/index.htm.

Glossary xix Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

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INTRODUCTION The proposed State Highway (SH) 99 (Grand Parkway) is planned as a 180+/- mile circumferential facility around the greater City of Houston (Houston) metropolitan area, serving as a third loop around the Houston metropolitan area (Exhibit1-1). The segment of the Grand Parkway under study in this Draft Environmental Impact Statement (DEIS) , the proposed SH 99 Segment B from SH 288 to IH 45 South, would be a new transportation facility built on a new location and would accommodate a 70 miles per hour (mph) design speed. The proposed SH 99 Segment B’s 400-foot right-of-way (ROW) would be able to accommodate one of the following typical roadway sections:

 A four-lane section without frontage roads,  A four-lane section with frontage roads, or  A four-lane section with exit and entrance ramps.

The entirety of the Grand Parkway would traverse Harris, Montgomery, Liberty, Chambers, Galveston, Brazoria, and Fort Bend counties, Texas, and would provide access to many of the radial highways in the greater Houston region, including Interstate Highway (IH) 10, United States Highway (US) 290, SH 249, IH 45, and US 59.

DESCRIPTION OF THE PROPOSED SH 99 SEGMENT B The proposed SH 99 Segment B, located on the south side of Houston, would begin at SH 288 and extend east to IH 45 South (located on south side of Houston). The seven Alternative Alignments range from approximately 21.20 to 28.17 miles long, depending on the specific alternative in question. Each of the Alternative Alignments would be a four-lane controlled access toll road with discontinuous frontage roads on new location within a 400-foot ROW. As noted above, the proposed SH 99 Segment B would traverse Brazoria and Galveston counties, would provide access to IH 45 South and SH 288, both of which are radial freeways that lead to/from Houston, and would be designed to accommodate a 70 mph design speed. According to the Houston-Galveston Area Council’s (H-GAC) 2035 Regional Transportation Plan (2035 RTP) Update, the total cost for all SH 99 Segment B control-section-jobs (CSJs) listed (3510-01- 001, 3510-02-001, and 3510-01-900) is $1.08 billion (H-GAC 2007). However, the current 2035 RTP Update does not include the SH 288/SH 99 Segment B direct connectors; therefore, current SH 99 Segment B construction costs in the 2035 RTP Update do not represent the full total cost of the SH 99 Segment B. It is anticipated that the 2035 RTP will be updated in January 2012, which will include the missing direct connectors. Once the revised 2035 RTP Update is approved, the additional construction costs will be added to the total cost reported above. The fiscal year date (letting date) listed in the 2035 RTP is 2020, and the estimated time of SH 99 Segment B completion is 2023.

Introduction 1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

OVERALL PROJECT HISTORY Harris County and the Houston Planning Commission first proposed the Grand Parkway, as a concept, in 1961 under the assumption that if Houston’s historical growth continued in the future, planning would be needed regarding additional circumferential transportation facilities. The corridor for the Grand Parkway was placed on city maps in 1968, but funds were not readily available to advance the Parkway at that time. With the development of the greater Houston metropolitan area, the need for additional transportation facilities became more evident. County officials and landowners mapped a proposed corridor for the Grand Parkway and submitted the plan to the Texas Highway Commission.

In 1984, the Texas Legislature authorized the creation and organization of nonprofit transportation corporations to act on behalf of the Texas Department of Transportation (TxDOT) in the promotion and development of public transportation facilities and systems within the State. The Grand Parkway Association (GPA), the first of these corporations created, was charged with assisting the Texas Transportation Commission in obtaining land and funding to meet the planning, legal, engineering, and ROW requirements of the Grand Parkway. Since its inception, the GPA has worked directly with landowners; city, county, State, and federal governmental agencies; and elected officials in an effort to complete the Grand Parkway.

LEGISLATION The proposed SH 99 Segment B is included in various federal transportation legislation, including the 1995 National Highway System designation, the 1991 Intermodal Surface Transportation Efficiency Act, the North American Free Trade Agreement, and the Transportation Efficiency Act for the 21st century (TEA-21).

As stated above, the proposed SH 99 Segment B is included in the H-GAC’s financially constrained 2035 RTP Update and the Fiscal Year (FY) 2011-2014 Transportation Improvement Program (TIP), the latter of which was approved by the H-GAC Transportation Policy Council on June 25, 2010. The proposed SH 99 Segment B is required to be consistent with the updated and amended 2035 RTP and 2011-2014 TIP prior to approval. The Federal Highway Administration (FHWA)/Federal Transit Authority (FTA) found the fiscally constrained 2035 RTP Update to conform to the State Implementation Plan (SIP) on January 25, 2011 and the 2011-2014 TIP to conform on February 1, 2011.

CURRENT STATUS Table 1 lists the current status for each segment of the Grand Parkway, and Exhibit 1-1 illustrates the locations of each segment.

Introduction 2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 1 PROPOSED GRAND PARKWAY SEGMENTS Approx. Segment Proposed Location Length County Status (Miles) Feasibility Study A SH 146 west to IH 45 6.5 Galveston Completed 2010 Brazoria and Release of DEIS B IH 45 west to SH 288 28.2 Galveston April 2012 Brazoria and Release of FEIS C SH 288 west to US 59 26.9 Fort Bend April 2012 Fort Bend, and Construction D US 59 north to IH 10 18.2 Harris Complete-1994 Revised ROD received E IH10 north to US 290 15.2 Harris June 2009 Revised ROD received F-1 US 290 east to SH 249 11.9 Harris June 2009 Revised ROD received F-2 SH 249 east to IH 45 12.1 Harris December 2009 Harris and ROD received G IH 45 east to US 59 13.6 Montgomery December 2010 Montgomery and Release of DEIS H US 59 south to US 90 22.5 Harris June 2011 Harris, Liberty, and Release of DEIS I-1 US 90 south to IH 10 14.8 Chambers June 2011 Chambers and Phase I open-to-traffic I-2 IH 10 south to SH 225 14.5 Harris in 2008

Note: Bold text indicates the segment included in this study. DEIS=draft environmental impact statement; FEIS=final environmental impact statement; ROD=Record of Decision. Source: GPA 2011.

INDEPENDENT UTILITY AND LOGICAL TERMINI Due to limited funding, the Grand Parkway was separated into 11 segments described above to facilitate planning, design, and construction. While the proposed SH 99 Segment B would contribute to the overall purpose of the Grand Parkway, it would also fulfill the transportation needs within northern Brazoria and Galveston counties. As presented in the H-GAC’s 2035 RTP, residential and commercial development would continue to expand outward from the central section of Houston beyond the Sam Houston Tollway (H-GAC 2007). Therefore, northern Brazoria and Galveston counties would require improved and additional transportation facilities to accommodate the anticipated increase in traffic volume.

Introduction 3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

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SECTION 1: PROJECT NEED AND PURPOSE This section was prepared in accordance with FHWA Technical Advisory T 6640.8A, Guidance for Preparing and Processing Environmental and Section 4(f) Documents (FHWA 1987), FHWA’s memorandum titled, Need and Purpose in Environmental Documents (FHWA 1990), FHWA and FTA joint memorandum titled Integration of Planning and National Environmental Policy Act (NEPA) Processes (FHWA and FTA 2005), and TxDOT memorandum titled, Guidance on Need and Purpose (TxDOT 2001). FHWA indicates that the need for and purpose of a project may, and should, evolve during the project development process as information is gathered and more is learned (FHWA 1990). Studies conducted for the proposed SH 99 Segment B included substantial interaction with stakeholders, including the general public, local businesses and landowners, local officials and community leaders, regulatory agencies, FHWA, and TxDOT.

1.1 NEED FOR AND PURPOSE OF THE PROPOSED PROJECT 1.1.1 Need As noted, the Grand Parkway, in its entirety, was conceived in the 1960s as a 170-mile circumferential four-lane controlled access facility around the greater Houston metropolitan area, serving as a third loop around the Houston metropolitan area (Exhibit 1-1). In this form, it has been included in regional planning studies since the 1980s. Adjustments and further study have modified the proposed route to now be approximately 185 miles. Generally speaking, the Grand Parkway, and specifically the proposed SH 99 Segment B, is needed for the following reasons:

 System Linkage: The current transportation system does not allow for efficient circumferential traffic movement (i.e., it does not provide efficient connections, or linkage, between major suburban communities and major roadways that radiate outward from the City of Houston).  Expanded Capacity: Transportation demand exceeds the current and future capacity of existing transportation infrastructure.  Safety (Hurricane Evacuation Route): Many radial roadways leading outside of the Houston metropolitan area are characterized by conditions that result in higher congestion during peak travel times, which are compounded during emergency events. This was the case when over 2 million evacuees fled the Houston metropolitan area before Hurricane Rita on September 22, 2005. Typical traveling destinations during the evacuation were to the cities of Austin, San Antonio, and Dallas, which caused severe congestion in and around the Houston metropolitan area. Eventually, contra-flow lanes were implemented to assist in moving people out of the surge zone in a timelier manner. However, this plan also hindered the inflow of goods needed to re-

Need and Purpose 1-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

supply gas and food. While congestion was not as severe during the evacuation for Hurricane Ike on September 13, 2008, according to a Rice News article, a study conducted in March 2009 by Rice University showed that only 24 percent of Harris County residents evacuated during Hurricane Ike, a Category 2 storm, verses the 52 percent that evacuated during Hurricane Rita, a Category 4 storm (Rice News 2009). The study also showed that 75 percent of Harris County residents said they would evacuate if a Category 4 hurricane threatened Houston. This is a substantial increase from those who evacuated for Hurricanes Rita or Ike. Therefore, it is expected that this increase in evacuations would create the same roadway gridlock experienced during Hurricane Rita. Because radial facilities leading into the Houston metropolitan area converge near the center of town, bottlenecks are created causing increased congestion, especially during an evacuation event. Therefore, there is a need to provide an additional circumferential roadway that would allow evacuees to bypass the Houston metropolitan area.  Economic Development: The expected growth in population will continue to strain existing transportation infrastructure, creating a barrier to businesses, commuters, and economic development. Over the next 30 years, the H-GAC predicts that an additional 3.5 million people will move into the eight-county Houston-Galveston region. This will increase the regional population from 5.8 million in 2010 to 8.8 million people in 2035. With an increasing population and corresponding increases in traffic and congestion in the region, it could become progressively more difficult for businesses to function efficiently.

1.1.2 Purpose The purpose of the proposed SH 99 Segment B is to efficiently link suburban communities and major roadways, enhance mobility, respond to economic growth, and provide an additional hurricane evacuation route. The overall goals of the proposed SH 99 Segment B are further discussed below:

 System Linkage: The proposed SH 99 Segment B would improve system linkage, or connectivity, within the existing transportation network. The proposed SH 99 Segment B would also provide circumferential linkage between IH 45 and SH 288.  Expanded Capacity: The proposed SH 99 Segment B would address transportation demand, improve the level of service (LOS) in around the study area, reduce traffic congestion, and provide travel options.  Safety (Hurricane Evacuation Route): The proposed SH 99 Segment B would provide an additional hurricane and emergency evacuation route for the greater Houston area consistent with Minute Order No. 82325 signed October 25, 1984. The Grand Parkway, and specifically

Need and Purpose 1-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

proposed SH 99 Segment B, could alleviate a portion of the congestion during mass evacuations, thus creating safer and more efficient evacuation conditions.  Economic Development: The proposed SH 99 Segment B would accommodate demographic and economic growth by improving the movement of persons and goods, thereby minimizing barriers among businesses, consumers, and transportation infrastructure.

1.2 DETAILED TRANSPORTATION NEEDS ANALYSIS 1.2.1 System Linkage The IH system was developed to connect the nation’s major urban areas and tie together the lower 48 states. This regional highway system is predominately an east-west and north-south transportation system. Circumferential highway linkage within the study area is limited to the IH 610 Loop and the Sam Houston Tollway.

The following roadways serve eight cities within the boundaries of the proposed SH 99 Segment B study area: SH 288, SH 6, SH 35, Farm-to-Market (FM) 517, FM 528, FM 646, FM 1462, FM 2403, and IH 45 South (Exhibit1-2). The cities these roadways serve are listed below along with current population and projected population estimates from the 2000 United States (U.S.) Census (number shown first) and 2005-2007 Census American Community Survey (ACS) (number shown second).

 City of Alvin, population 21,413\22,853  Iowa Colony, population 804\944  Hillcrest Village, population 722\723  City of Manvel, population 3,046\6,051  City of Dickinson, population 17,093\17,886  City of Santa Fe, population 9,548\10,479  City of Friendswood, population 29,037\33,979  City of League City, population 45,444\71,222

The community of Algoa, which is located along SH 6 between the cities of Alvin and Santa Fe, is also located within the study area and is served by the above roadways. The population of Algoa is approximately 135 (Gard 2012). In addition, Alvin Community College (ACC) generates a large amount of traffic within the study area. Of the roadways serving these communities and ACC, only two extend to SH 288 (FM 1462 and SH 6) and only three extend to IH 45 South (SH 6, FM 517, and FM 646).

SH 6 is the only roadway that connects IH 45 South to SH 288. If SH 6 is congested, travelers within the study area would need to use roadways such as IH 45 South or SH 288 to Beltway 8, or travel partially

Need and Purpose 1-3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South along FM 517 to SH 35 and go north or south on SH 35 to SH 6 or FM 1462, respectively, to SH 288 in order to accomplish circumferential trips.

An additional benefit to linking between IH 45 South and SH 288 would be to divert traffic from one major arterial to another at times when there may be a major incident on one of the arterials or during hurricane evacuation.

1.2.2 Expanded Capacity 1.2.2.1 Transportation Demand Over the next 30 years, the H-GAC predicts that an additional 3.5 million people will move into the Houston-Galveston region. This will increase the regional population from 5.8 million in 2010 to 8.8 million people in 2035. Much of this growth would be concentrated in the study area, and it is expected that development would progress in a manner consistent with suburban growth trends nationally, i.e., jobs follow population growth to the extent that suburban areas become self-contained with their own residential, retail, and employment centers. U.S. Census data, the H-GAC, and the Harris County Toll Road Authority (HCTRA) projections indicated this trend is underway and is expected to continue within the Houston-Galveston Region.

Population growth (as indicated by an increase in the number of households) and total employment are primary demographic and economic indicators for travel demand, which is defined as the number, purpose, and type of trips. Between years 2004 and 2025, it is estimated that without the proposed SH 99 Segment B the number of households within the Social Economic Study Area will increase from 74,005 to 125,078, and employment will increase from 46,675 to 91,837 (University of Houston 2003). The predicted percent increase in the number of households and total employment within the Social Economic Study Area by year 2025 is higher than that of Brazoria and Galveston counties. This indicates that much of the growth (50 percent or more) within the two counties will occur within the Social Economic Study Area.

Annually, the Texas Transportation Institute (TTI) ranks the major metropolitan areas with respect to the level of traffic congestion occurring on their highways. This ranking is reflected in the Roadway Congestion Index. A Roadway Congestion Index of 1.00 or greater indicates congestion levels that are undesirable. The Roadway Congestion Index for Houston, as reported by TTI, in the 2009 Urban Mobility Report was 1.15 (TTI 2011). Since 1992, the Roadway Congestion Index for the Houston metropolitan area has continued to rise. TTI reports that nearly 40 percent of all peak period travel in the metropolitan area experiences considerable congestion. In 2007, vehicle miles traveled (VMT) was

Need and Purpose 1-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South approximately 139 million daily miles. By 2035, VMT is expected to increase to about 266 million daily miles, an increase of 91 percent. Anticipated population and employment growth is expected to intensify these issues.

H-GAC, with input from TxDOT, Harris County Metropolitan Transit Authority (METRO), local governments, and the community has developed a long-term transportation plan to keep people and goods moving. The H-GAC’s 2035 Regional Transportation Plan (2035 RTP) offers multiple transportation alternatives and modes in major corridors throughout the region (H-GAC 2007). However, even with the planned investment in the transportation system over the next 25 years, the trend of increasing congestion is expected to continue because of the continued population and employment growth in the region. The proposed SH 99 Segment B study area is no exception to the metropolitan trend.

1.2.2.2 Traffic Analysis The following documents the existing and future transportation conditions within the proposed SH 99 Segment B study area, which demonstrates the need for additional transportation improvements to serve circumferential travel and to provide improved connections between suburban communities and major roadway facilities. The H-GAC regional travel demand model of the Houston metropolitan area was used to determine the future (2035) traffic projections within the proposed SH 99 Segment B study area. Base year and future traffic were compared to determine the change in traffic demand over time. The H-GAC’s model determines traffic volumes on roadway facilities based on current and projected population and employment data as well as the transportation network available to travelers.

The analysis of the area of roadways was conducted for the following types of facilities (as defined by FHWA) within the study area:

 Interstate Highways (IH): These roadways are divided with full access control and two or more lanes for the exclusive use of traffic in each direction. These roadways are intended to provide uninterrupted flow. There are no signalized or stop-controlled at-grade intersections and direct access from adjacent property is not permitted. Access is limited to ramp locations, and opposing directions are separated by a raised barrier, an at-grade median, or a raised traffic island. An example of an IH in the proposed SH 99 Segment B study area is IH 45 South.  Principal Arterials: These roadways provide an integrated network of roads that connect principal metropolitan areas and serve virtually all-urban areas with a population greater than 25,000. They serve long-distance travel demands such as statewide and interstate travel. Examples of principal arterials in the proposed SH 99 Segment B study area are SH 35 and SH 288.

Need and Purpose 1-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Minor Arterials: These roadways interconnect and supplement the principal arterial system with greater emphasis on land access and a lower level of traffic mobility. They provide intercommunity service as well as connecting rural collectors to the urban highway system. Examples of minor arterials in the proposed SH 99 Segment B study area are SH 6, FM 517, FM 528, FM 646, FM 1462, and FM 2403.  Collector Roadways: These roadways provide service to any county seat, large towns, or other major traffic generators not served by the arterial system. They provide links to the higher classified routes and serve as important intra-county travel corridors. Examples of collector roadways are Algoa-McFarland Road, Algoa-Friendswood Road, Manvel-Sandy Road, Heights Road, and other similar types of facilities.

Due to similarities between the proposed Central and Central-South alternatives, and the Southern and South-New alternatives, year 2035 Build scenario tolled traffic volume projections for SH 99 Segment B were only developed for four of the seven Alternative Alignments, the Central, Northern, Southern 2, and South-New alternatives. Traffic for the Central Alternative was applied to the Central-South Alternative and traffic for the South-New Alternative would be applied to the Southern Build Alternative. Traffic volumes were developed for the Southern 2 Alternative using traffic from the Central and from the South- New alternatives. The Alternative Alignment traffic volume projections range from 5,200 to 42,400 vehicles per day (VPD). Table 1-1 through Table 1-4 lists the applicable data.

TABLE 1-1 PROJECTED SEGMENT B TRAFFIC VOLUMES FOR THE NORTHERN ALTERNATIVE ALIGNMENT Year 2035 Freeway Limits Traffic VPD SH 288 along CR 60 12,900 North of CR 60 to SH 6 11,700 North of SH 6 to SH 35 24,900 SH 35 to FM 646 18,700 FM 646 to IH 45 South 28,900 IH 45 South to east of IH 45 South 20,000

Notes: CR = County Road. Source: SH 99 Segment B Study Team.

Need and Purpose 1-6 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 1-2 PROJECTED SEGMENT B TRAFFIC VOLUMES FOR THE CENTRAL ALTERNATIVE ALIGNMENT Limits Year 2035 Freeway SH 288 to east of CR 185 12,500 CR 185 to SH 35 Bypass 10,700 SH 35 Bypass to SH 35 42,100 SH 35 to FM 646 13,700 FM 646 to IH 45 South 25,700 IH 45 South to east of IH 45 South 19,600

Source: SH 99 Segment B Study Team.

TABLE 1-3 PROJECTED SEGMENT B TRAFFIC VOLUMES FOR THE SOUTHERN 2 ALTERNATIVE ALIGNMENT Limits Year 2035 Freeway SH 288 to FM 2403 19,200 FM 2403 to SH 35 Bypass 14,400 SH 35 Bypass south to SH 35 Bypass north 42,400 SH 35 Bypass north to FM 646 28,900 FM 646 to IH 45 South 26,100 IH 45 South to east of IH 45 South 19,700

Source: SH 99 Segment B Study Team.

TABLE 1-4 PROJECTED SEGMENT B TRAFFIC VOLUMES FOR THE SOUTH-NEW ALTERNATIVE ALIGNMENT Limits Year 2035 Freeway SH 288 to FM 1462 5,200 FM 1462 to SH 35 3,700 SH 35 to SH 35 Bypass south 27,100 SH 35 Bypass south to SH 35 Bypass north 41,900 SH 35 Bypass north to FM 646 13,600 FM 646 to IH 45 South 25,500 IH 45 South to east of IH 45 South 19,500

Source: SH 99 Segment B Study Team.

With an increase in population, traffic volumes would continue to increase, which would increase congestion along the existing roadways. The LOS is a qualitative measure of the operating conditions of a traffic stream on a transportation facility. There are six LOSs (LOS A through F) defined for each type of facility. LOS A represents the free-flow or best operating conditions with no congestion, and LOS F depicts the forced-flow or worst operating conditions with heavy congestion. Table 1-5 describes the six levels of LOS:

Need and Purpose 1-7 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 1-5 LEVEL OF SERVICE (LOS) CHARACTERISTICS Level of Description Service (LOS) A Free flow with low volumes and high speeds B Reasonably free flow, but speeds beginning to be restricted by traffic conditions C Stable flow zone, but most drivers are restricted in the freedom to select their own speeds D Approaching unstable flow; drivers have little freedom to select their own speed E Unstable flow; may be short stoppages F Unacceptable congestion; stop-and-go; forced flow

Source: FHWA 2000.

Most of the roadways within the proposed SH 99 Segment B study area are expected to have major increases in average daily traffic from the year 2000 to 2035. Even with planned and programmed transportation improvements, there are still roadways within the study area that would experience a LOS of D or F (Table 1-6). TABLE 1-6 2035 LEVEL OF SERVICE (LOS) 2035 No-Build Alternative Roadway Level of Service (LOS) SH 35 Bypass D SH 6 east of SH 35 Bypass F FM 517: from SH 35 Bypass to IH 45 South F FM 646: from FM 1764 to IH 45 South D

Source: SH 99 Segment B Study Team.

1.2.2.3 Grand Parkway and Proposed SH 99 Segment B Independent Utility and Logical Termini The Grand Parkway is divided into 11 segments, each of which has logical termini and independent utility to facilitate planning, design, and construction because limited State and federal funding provides no assurance that all the Grand Parkway segments would be constructed (Exhibit 1-1 and Table 1). Each segment connects at least two existing major transportation corridors to ensure independent utility as required by FHWA regulations (23 Code of Federal Regulations [CFR] 771.111 (f)). The U.S. Congress confirmed this segment-by-segment development approach to be in compliance with federal law in the “Department of Transportation and Related Agencies Appropriations Bill of 1993.”

While the proposed SH 99 Segment B supports the overall purpose of the Grand Parkway, it would also support the same purpose relevant to transportation needs specific to northeastern Brazoria County and northwestern Galveston County. As residential and commercial development continues to expand from Houston’s current outer loop, northeastern Brazoria County and northwestern Galveston County will require improved and additional roadway facilities to accommodate the anticipated increase in traffic

Need and Purpose 1-8 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South volume. To this end, SH 99 Segment B is proposed to connect to two major transportation corridors to ensure independent utility as well as independent significance. The proposed SH 99 Segment B has logical termini at radial freeways, making it functional even if implemented independently of the other Grand Parkway segments.

In addition, while SH 99 Segments B and C together would more efficiently serve as a hurricane evacuation route, proposed SH 99 Segment B alone would still provide an additional route for those living within the study area to get to either IH 45 South or SH 288, as well as provide an additional route west for when traffic queues occur along IH 45 South, allowing traffic to disperse between IH 45 South and SH 288.

1.2.3 Safety (Hurricane Evacuation Route) Hurricanes are a part of Texas’ coastal history, including catastrophic events such as the Great Galveston Hurricane of 1900, July 1909 Hurricane, August 1915 Hurricane, the Great Hurricane of 1919, and Hurricane Audrey in June 1957, which cost numerous lives and extensive damage along the Texas coastline. Several other hurricanes hit the Texas coastline over the years, such as the Surprise Hurricane of 1943, Carla, Cindy, Beulah, Celia, Allen, Alicia, Gilbert, Bret, Claudette, Rita, and most recently Ike, which caused extensive damage though loss of life was considerably less.

Some of the hazards most easily identified with hurricanes are strong winds, heavy rains, tornadoes, and flooding from the storm surge. Of these hazards, the storm surge and flooding are the most destructive to coastal areas. Storm surges from a category 4 or 5 hurricane are mapped as far inland as the southern boundary of the Houston city limits in Brazoria, Galveston, and Harris counties. Category 4 hurricanes have sustained winds of 131 to 155 mph and storm surges of 13 to 18 feet. Category 5 hurricanes have sustained winds over 155 mph with storm surges above 18 feet.

Evacuations of low-lying coastal areas are directly related to the decrease in loss of life during a catastrophic hurricane event. Effective June 9, 2005, the Texas legislature enacted House Bill 3111 into law, which provides the county judge or the mayor of a municipality to order the evacuation of all or part of the population from a stricken or threatened area under their jurisdiction and authority, if they perceive the action necessary for the preservation of life or other disaster, mitigation, response, or recovery. Therefore, local officials will have the right to order mandatory evacuations for hurricanes. It is believed this authority will trigger more evacuations than in the past.

According to the Texas Transportation Commission, several major projects are currently being considered for the Houston metropolitan area to improve existing roadways designated as hurricane evacuation

Need and Purpose 1-9 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South routes, as well as additional roadways that people may opt to use during an evacuation event, even though not designated as a hurricane evacuation route (e.g., US 290, Spur 10/SH 36, SH 146, SH 249, US 59, IH 45, SH 288, and SH 99). The proposed SH 99 Segment B would play an important role in the evacuation of residents and tourists from the surge-vulnerable areas of Galveston and Brazoria counties. With the proposed SH 99 Segment B study area within the Category 4 and 5 storm surge zones, the location of the proposed corridor would provide an additional means for evacuees to reach intended destinations.

The magnitude of the role that the proposed SH 99 Segment B would play is a function of how many evacuees might logically use the route, given their location and intended destination, and the relief that the proposed SH 99 Segment B would provide to expected evacuation bottlenecks in the area. Hurricane evacuation is a critical public safety issue to the residents of Galveston, Brazoria, and Harris counties, given the historical hurricane activity along the Texas Gulf Coast, and as shown by the large evacuation numbers that occurred with Hurricane Rita.

Currently SH 288 serves as the main hurricane evacuation route in Brazoria County, while IH 45 South, SH 6, SH 225, and FM 146 serve as the main hurricane evacuation routes for Galveston County. The evacuation adequacy of these routes has been questioned because they lead evacuating traffic into the congested Houston metropolitan area and have the potential to create traffic bottlenecks and queues that extend backward into the areas at risk for flooding, as seen during the recent evacuation for Hurricane Rita in September 2005. Local planners have identified the proposed SH 99 Segment as a supplement to SH 288, SH 6, and IH 45 South during a hurricane evacuation so that evacuating traffic from Brazoria and Galveston counties would have the means to bypass the Houston metropolitan area. The nearest bypass around Houston for Brazoria and Galveston counties is the Sam Houston Tollway, followed by IH 610. Construction of the proposed SH 99 Segment B would create a third bypass for those evacuating via IH 45 South to SH 288, prior to the Sam Houston Tollway and IH 610, which would aid in dispersing evacuating traffic from the congested IH 45 South as it begins to bottleneck around the southern city limits of Houston. The proposed SH 99 Segment B would also provide an additional route for those living within the study area to evacuate via IH 45 South or SH 288, dispersing traffic between SH 6 and the proposed SH 99 Segment B. In conjunction with the proposed SH 99 Segment C (SH 288 west to US 59), the proposed SH 99 Segment B would provide additional evacuation capacity from Galveston and Brazoria counties, leading evacuation traffic to US 59 or to continue farther north to IH 10 along SH 99 Segment D, which has already been constructed. Should the proposed SH 99 segments E, F-1, and F-2 also be built, evacuation traffic could bypass the Houston completely and continue farther north of Houston along IH 45 North.

Need and Purpose 1-10 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Modeled Hurricane Evacuation Data A study was conducted to analyze the improvements in the evacuation time from Brazoria and Galveston counties with both the proposed SH 99 segments B and C constructed. The construction of the proposed SH 99 Segment C would benefit the proposed SH 99 Segment B because the existing hurricane evacuation routes currently lead evacuation traffic into already congested transportation facilities in Houston, whereas proposed SH segments B and C would direct evacuation traffic to US 59, or farther north to IH 10 along the SH 99 Segment D, which has already been constructed.

Evacuation Trip Generation For Galveston, Brazoria, and Harris counties a number of evacuation vehicles was developed relevant to the analysis for the current year (2008) and year 2035. The evacuation model developed for the Galveston region study area (from the recent U.S. Army Corps of Engineers [USACE]/Federal Emergency Management Agency [FEMA] hurricane evacuation study) was used as a starting point, and major modifications were made based on new zip code-based evacuation zones delineated by the counties. Exhibit 1-3 shows the yellow, green, and orange zip code evacuation zones that would be asked to evacuate for a major hurricane, as delineated in the USACE/FEMA study. The number of evacuating vehicles was generated and projected forward using growth factors developed for each county. Evacuation zones form the basis of areas contributing evacuation traffic to the existing and future evacuation routes.

Using census data for year 2000 and an H-GAC projection for 2035, the growth factors developed for each county are listed in Table 1-7. TABLE 1-7 PROJECTED GROWTH FACTORS PER COUNTY 2008 2008 2035 2035 2000 Census County Population Growth Population Growth Population Estimate Factor Projection Factor Galveston County 250,158 286,987 1.15 412,000 1.65 Brazoria County 241,767 296,691 1.23 496,000 2.05 Harris County 3,400,578 3,922,115 1.15 5,840,000 1.72

Source: U.S. Census Bureau 2000.

Evacuation vehicles leaving the area from designated evacuation zones were then generated by applying the growth factors to the Year 2000 baseline figures developed from the zip code-modified USACE/FEMA hurricane evacuation study traffic model (Table 1-8).

Need and Purpose 1-11 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 1-8 ESTIMATED EVACUATION VEHICLE VOLUMES Estimated Total Estimated Total Total Outbound County Zones Outbound Outbound Evacuation Evacuation Vehicles1 Evacuation Vehicles2 Vehicles3 Galveston Zones 117,235 vehicles 134,495 vehicles 193,081 vehicles Harris Zones 184,799 vehicles 213,141 vehicles 317,366 vehicles Brazoria Zones 72,077 vehicles 88,451 vehicles 147,870 vehicles Totals 374,111 vehicles 436,087 vehicles 658,317 vehicles

Notes: 1Year 2000 generated from Zip Code Zones; 2Year 2008 Generated from Zip Code Zones; 3Year 2035 Generated from Zip Code Zones. Source: SH 99 Segment B Study Team.

Behavioral Data Of critical importance to determining which evacuation zones might use each existing evacuation route and the proposed SH 99 segments B and C (and to what degree), available behavioral information was collected and reviewed. The American Red Cross was able to conduct approximately 4,000 telephone surveys in the early 1980s to learn what Gulf Coast residents did during Hurricane Allen. Texas A&M University conducted a series of behavioral interviews in 1990 that were more hypothetical in nature but presumably allowed residents to reflect on Hurricane Alicia in 1983. More recently, Dr. Michael Lindell and Carla Prater of the Hazard Reduction and Recovery Center of Texas A&M University published a report titled Behavioral Analysis: Texas Hurricane Evacuation Study, provided a wealth of behavioral parameters for each coastal region of Texas (Lindell and Prater 2007). Various newspaper articles from the Houston Chronicle provided anecdotal behavioral information for the Hurricane Rita and Ike evacuations.

Data regarding direction of travel and intended destinations were of primary significance to this analysis. A composite of available behavioral information led to the estimated percentages presented in Table 1-9. TABLE 1-9 ESTIMATED EVACUATION DESTINATION CITIES PERCENTAGE Direction of Average Destination Average Evacuation Traffic Percent Cities Percent North 45% Austin 15% Northeast 10% Dallas/Ft. Worth 25% West 15% Houston 20% Northwest 30% San Antonio 15% Other 25% Total 100% Total 100%

Source: SH 99 Segment B Study Team.

Potential Evacuation Traffic Using the generated evacuation vehicle and behavioral data, it was concluded that a number of evacuating

Need and Purpose 1-12 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South vehicles would potentially use the proposed SH 99 segments B and C as evacuation routes. The proposed SH 99 Segment B must be in place for Segment C to function as a major evacuation route. Evacuation vehicle figures for both segments were developed for the year 2035. Assumptions regarding what portion of each evacuation zone’s directional traffic is using for each segment are as follows:

 SH 99 segments B, C, D, E, F-1, F-2, and G are in place.  Harris County zones will not use the Grand Parkway, given location and proximity to other regional roadways.  Galveston County zones (including tourists) will comprise approximately 90 percent of westbound evacuation traffic, and up to one-third of north-westbound evacuation traffic using the proposed SH 99 segments B and C.  In Brazoria County zones, half of westbound and half of north-westbound evacuation traffic will use proposed SH 99 Segment C, and up to one-fifth of northbound traffic will use proposed SH Segment C if segments E and F are in place. Using these key assumptions, the evacuation vehicle data (generated by zone), and the directional travel percentages (listed previously), the following maximum potential evacuation vehicle volumes were generated by segment for the year 2035 (Table 1-10). TABLE 1-10 ESTIMATED EVACUATION VEHICLE VOLUMES PER SEGMENT Contributing Area SH 99 Segment B SH 99 Segment C 45,181 evacuation 45,181 evacuation Galveston Zones vehicles vehicles 0 evacuation 46,579 evacuation Brazoria Zones vehicles vehicles 0 evacuation Harris Zones 0 evacuation vehicles vehicles 45,181 evacuation 91,760 evacuation Total by Segment vehicles vehicles

Source: SH 99 Segment B Study Team.

Evacuation Route Capacities Route characteristics were examined to ascertain the existing number of lanes by direction that will be used in evacuations. Route characteristics, including the number of lanes by direction, were used to develop hourly flow rates for each evacuation route in the study area. The H-GAC future year model parameters were then reviewed to ascertain the planned/future number of lanes by direction on each route. Data from post storm evacuation assessment work for FEMA and the USACE contain actual hour-by-hour traffic counts during major evacuations over the last twenty years, and this data helped in developing appropriate service volumes for this analysis. Table 1-11 lists the estimated average hourly rate volumes of evacuated vehicles.

Need and Purpose 1-13 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 1-11 HOURLY SERVICE VOLUMES PER ROUTE Current Year Future Year Routes 2008 2035 Galveston County Routes SH 6 1,000 vph 1,800 vph SH 146 1,200 vph 2,100 vph IH 45 South 4,800 vph 6,500 vph SH 99 Segment B/C Not in place 3,000 vph Brazoria County Routes SH 288 1,850 vph 1,850 vph SH 36 800 vph 800 vph FM 521 800 vph 800 vph SH 35 800 vph 800 vph

Note: VPH = vehicles per hour. Source: SH 99 Segment B Study Team.

Evacuation Clearance Times For evacuation traffic desiring to go out of county, the proposed SH 99 segments B and C would provide additional capacity to both Galveston and Brazoria county evacuation zones, attracting evacuation traffic that might otherwise congest Harris County evacuation routes. The clearance times provided in Table 1- 12 reflect these benefits. A simplified method was used for calculating overall clearance time, whereby evacuating vehicles from an area are divided by the total hourly average evacuation route capacities serving that area. However, to add a degree of realism and accuracy regarding the Grand Parkway role in evacuation, vehicles identified (above) as potentially using the Grand Parkway were subtracted out and the resulting calculations were made. TABLE 1-12 PROJECTED EVACUATION TOTALS AND CLEARANCE TIMES

2035 Total 2035 Planned 2035 2035 Year 2035 Gross Out of 2035 Route Evacuation Hourly Route Clearance Clearance County Clearance1 Capacities3 Vehicles Capacities Time2 Time4 Galveston Zones Existing Evacuation Traffic and Routes With SH 99 SH 6, SH 146, IH 45 South 306,583 10,400 29.5 hours 7,000 43.8 hours SH 99 Segment B 45,181 3,000 15.1 hours 3,000 15.1 hours Without SH 99 SH 6, SH 146, IH 45 South 351,764 10,400 33.8 hours 7,000 50.3 hours With Reverse Lane on IH 45 South and With SH 99 SH 6, SH 146, IH 45 South 306,583 15,400 19.9 hours 10,000 20.5 hours SH 99 Segment B 45,181 3,000 15.1 hours 3,000 9.5 hours With Reverse Lane on IH 45 South and Without SH 99 SH 6, SH 146, IH 45 South 351,764 15,400 22.8 hours 10,000 35.2 hours

Need and Purpose 1-14 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

2035 Total 2035 Planned 2035 2035 Year 2035 Gross Out of 2035 Route Evacuation Hourly Route Clearance Clearance County Clearance1 Capacities3 Vehicles Capacities Time2 Time4 Brazoria Zones Evacuation Traffic and Routes With SH 99 SH 288, SH 36, SH 521, SH 3 101,291 4,250 23.8 hours 4,250 23.8 hours SH 99 Segment C with Galveston County Traffic 91,760 3,000 30.6 hours 3,000 30.6 hours Without SH 99 SH 288, SH 36, SH 521, SH 3 147,870 4,250 34.8 hours 4,250 34.8 hours

Notes: 1Time Estimates Based on Zip Code Zones; 2With planned widening; 3Without planned widenings; 4Without planned widenings. Source: SH 99 Segment B Study Team.

If planned improvements on each evacuation route and the proposed SH 99 segments B and C are not built, clearance time in the year 2035 would increase to greater than 50 hours for the Galveston County zones. If planned improvements to each evacuation route are built but the proposed SH 99 segments B and C are not built, clearance times would be approximately 34 hours for the Galveston County zones. With the proposed SH 99 segment B and C and the planned improvements to each evacuation route, evacuation times fall to 29 hours or greater. As the clearance time calculations indicate, proposed SH 99 segment B and C would save four to six hours of evacuation clearance time for the Galveston County zones. For Brazoria County evacuees who are leaving to go out of county, Table 1-12 shows that proposed SH 99 segment B and C can save over four hours of clearance time.

Clearance times are also provided for an IH 45 South reverse lane strategy, as local officials are likely to implement this as a result of the difficult evacuation experienced with Hurricane Rita. Even with a reverse lane strategy on IH 45 South, the proposed SH 99 segment B and C saves an additional three to four hours of clearance time.

This savings in time is significant in two respects. First, in situations (like a Hurricane Opal) where the storm rapidly increases in forward speed and intensity, the proposed SH 99 segment B and C may give over 50,000 evacuees the opportunity to evacuate who would not have been able to evacuate otherwise. (Emergency management officials have to add a block of what is called pre-landfall hazards time to clearance time to estimate the total number of hours before hurricane eye landfall at which to start evacuating the public. Pre-landfall hazards time is the number of hours before hurricane eye landfall at which either wind or flooding conditions make it impossible to continue traveling on the roadways.) Depending on the size and meteorological characteristics of the hurricane, pre-landfall hazards could be

Need and Purpose 1-15 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South anywhere from three to eight hours. With pre-landfall hazard times added to the 50-hour and 34-hour times calculated without the proposed SH 99 segment B and C, an event like Hurricane Opal could happen where there is not enough existing roadway capacity to handle the needed evacuation movements. The second significant time savings effect due to the proposed SH 99 segment B and C is that it allows evacuation clearance time plus pre-landfall hazards time to drop below 24 hours, which is a key warning timeframe of the National Hurricane Center. This would be a scenario where the proposed SH 99 segment B and C is in place and IH 45 is placed under a reverse lane strategy. Communities that can reduce their evacuation times below 24 hours have the ability to issue evacuation advisories with more confidence in projected landfall location and time of arrival.

A final evacuation benefit is that the proposed SH 99 segment B and C provides another access-controlled evacuation route for Galveston and Brazoria counties in the case of a major accident on IH 45 South or SH 288 south of the Sam Houston Tollway.

Hurricane Rita and Hurricane Ike Hurricane Rita Hurricane Rita was the tenth hurricane, and second Category 5 hurricane, of the 2005 Atlantic hurricane season. The storm attributed to the death of six people directly and over 100 indirectly, mostly because of evacuation struggles, such as lengthy evacuation times in the heat, lack of proper provisions and water, and accidents (Houston Chronicle 2007). The threat of this storm prompted the largest peacetime evacuation in U.S. history and tested the existing roadway system and current state and local emergency management plans. It is estimated that 2.5 to 3.5 million people evacuated between Wednesday, September 21 and Friday, September 23, 2005. Early estimated total evacuation time was 31 hours.

Wednesday, September 21, 2005, three days prior to landfall, mandatory evacuations were put into effect for storm surge zones, flood-prone areas, persons with special needs, and mobile home residents (Harris County OEM 2006). According to the Harris County Office of Emergency Management, evacuation of surge zones A through C were to be staggered with Zone A beginning at 6 p.m. on Wednesday, followed by Zone B at 6 a.m. on Thursday and Zone C by 12 p.m. on Thursday (see Exhibit 1-3 for map of zones). Officials hoped that the designation of Zones would prevent bottlenecks leaving the area. However, with the recent Hurricane Katrina disaster that hit Louisiana three weeks earlier, numerous residents outside the mandatory evacuation zones opted to voluntarily evacuate at the same time as those who were under mandatory evacuation, causing gridlock on all the major arterial roadways in and out of Houston and drastically increasing the travel evacuation times for those in the mandatory evacuation zones. Travel times to typical evacuation-destination cities, such as the cities of Austin, College Station, San Antonio,

Need and Purpose 1-16 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Dallas, Huntsville, and Lufkin, took upwards of 24 hours. The current local evacuation plan calls for opening of high occupancy vehicle (HOV) lanes outbound only, suspending passenger requirements, and waiving all tolls on toll roads in an effort to relieve congestion. However, due to the large number of evacuees, these initial measures did not relieve congestion and contraflow lanes were initiated on IH 45 and IH 10. While contraflow is not a preferred evacuation method, congestion was relieved, and by Friday, September 23, 2005, nearly 3 million people were evacuated prior to landfall of Hurricane Rita. However, the reverse laning hindered the shipment of supplies (food and gas) into the Houston-Galveston area, resulting in a gas shortage that left many evacuees stranded en route to their destination. It took several days after landfall to replenish the fuel and food supply.

While the evacuation was considered a success, in that millions were evacuated prior to landfall, State and local officials conducted a study to reevaluate existing emergency management plans and improve current roadway conditions in an attempt to better prepare the Houston-Galveston area for the next hurricane event.

From this study, Houston and the surrounding counties created a zip code evacuation plan (Exhibit 1-3). The intent of the zip code zone plan is to ease traffic congestion and assist residents of low-lying portions of Galveston, Brazoria, and Harris counties to evacuate before those outside the risk areas enter the roadways. The four zip code zones, which generally correspond to hurricane storm surge risk areas, begin along the coast and continue inland toward the greater Houston area, with the coastal zone evacuating first, and inland zones evacuating in succession until all coastal residents have evacuated.

Hurricane Ike Hurricane Ike was the ninth named storm and fifth hurricane of the 2008 Atlantic Hurricane season. Ike made U.S. landfall at Galveston, Texas on September 13, 2008, as a Category 2 hurricane. Mandatory evacuations for the coastal areas began three days before Hurricane Ike made landfall. Implementation of the zip code evacuation zones dramatically reduced the evacuation times from that of Hurricane Rita and prevented the need to implement the contraflow plan. While congestion was not as severe during the evacuation for Hurricane Ike on September 13, 2008, a study conducted by Rice University showed that only 24 percent of Harris County residents evacuated during Hurricane Ike, a Category 2 storm, verses the 52 percent that evacuated during Hurricane Rita, a Category 4 storm (Rice News 2009). The study also showed that 75 percent of Harris County residents said they would evacuate if a Category 4 hurricane threatened Houston. This is a substantial increase from those that evacuated for Hurricanes Rita or Ike. Therefore, it is expected that this increase in evacuations would create the same roadway gridlock experienced during Hurricane Rita.

Need and Purpose 1-17 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Evacuation Alternatives In the past, a few organizations have delineated alternatives that they believe would relieve the need for the proposed SH 99 Segment B to be built, at least in regards to hurricane evacuation. Those alternatives are as follows:

 Use of public transit  Widening of existing routes

The use of public transit has been suggested as an evacuation alternative to building the proposed SH 99 segments B and C. Public transit has been used in a very limited fashion in other parts of the coastal U.S. for evacuation purposes. It has been used in resort areas such as Atlantic City, and Hilton Head, South Carolina, where there is a large tourist population without personal vehicles. Transit has also been used to evacuate migrant farm workers from substandard housing in hurricane-vulnerable areas in selected rural communities. Southeast counties such as Dade and Broward counties have circulated transit vehicles along their barrier islands during major hurricane events such as Hurricane Andrew. However, very few residents have been willing to use the service, even though pick-up points have been well planned and advertised.

Public transit use for evacuations by its very nature takes evacuees to designated public shelters. Most people do not want to go to public shelters and do not like the idea of leaving their residence with no personal freedom to come back on their own. Most pre- and post-storm hurricane behavioral analyses indicate no more than about 1 percent of the evacuating population intend to use or actually use public transit during an evacuation. To significantly reduce clearance times, transit use would need to be at least 15 to 20 percent of evacuees’ mode choice, and that is not realistic in a private auto-dominant community like the Houston metropolitan area.

The second suggested alternative of widening existing routes has already been factored into this analysis. The 2035 model for the area incorporates a number of lane additions. In many cases the lane additions are the maximum that can be implemented within existing or available right-of-way (ROW). As shown previously, with these roadway widenings and without Grand Parkway, clearance times can drop to roughly 34 hours from greater than 50 hours. However, when adding a pre-landfall hazards time of three to eight hours to this figure, the area still is in the difficult dilemma of having to start evacuation outside the National Hurricane Center’s 24-hour warning threshold. Implementing Grand Parkway coupled with the roadway widenings and IH 45 reverse lane strategy allow evacuating communities to fall within the warning capabilities of the National Hurricane Center.

Need and Purpose 1-18 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

1.2.4 Economic Development Population and employment are primary demographic and economic indicators for travel demand. As noted, H-GAC predicts a population increase from 5.8 million in 2010 to 8.8 million by 2035 for the Houston Region. With the increase in the population, it is projected that job growth will increase 60 percent from 2.8 million in 2010 to 4 million in 2035 (H-GAC 2007). It is anticipated that development will progress in a manner consistent with suburban growth trends nationally, in that jobs follow population growth and suburban areas become self-contained with their own residential, retail, and employment centers.

With the predicted added congestion to the region, it would be increasingly difficult for businesses to function efficiently. The rate and distribution of population and employment growth within the proposed SH 99 Segment B study area influences travel demand and thus the need for and practicality of transportation improvements and alternative solutions. In the 2035 RTP, H-GAC predicts that because of the size of the projected increase in traffic, serious and severe levels of future congestion would not be relieved solely through current recommendations for increased public transportation and traffic management. The proposed SH 99 Segment B would provide necessary additional roadway capacity for the movement of goods and services in the region. In addition, the proposed SH 99 Segment B would provide an alternative circumferential route that would avoid local traffic conflicts and connect to local communities, thus addressing and accommodating existing and future growth.

Need and Purpose 1-19 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

THIS PAGE IS INTENTIONALLY LEFT BLANK Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SECTION 2: ALTERNATIVES ANALYSIS Initial planning activities conducted for the proposed SH 99 Segment B required the identification of a defined area between SH 288 and IH 45 South within which proposed transportation improvements would be evaluated. Coordination with elected officials and representatives of local communities resulted in the establishment of the proposed SH 99 Segment B study area boundary presented on Exhibit 2-1. The west boundary of the study area incorporates the intersections of several county roads with SH 288, including the intersection with County Road (CR) 60, which is the proposed east terminus of the proposed SH 99 Segment C that would extend westward from SH 288 to US 59. The east boundary of the study area includes the intersections of IH 45 South with FM 646 and the proposed intersection with SH 96.

Subsequent to the establishment of the proposed SH 99 Segment B study area, various transportation system improvement options were identified and assessed for their effectiveness to reasonably and feasibly meet mobility requirements without major impacts to the human and natural environments of the study area. Brazoria County Transit Feasibility Study, the H-GAC 2035 RTP Update, the LOS performance measure based on the 2000 edition of the Highway Capacity Manual, the draft Congestion Management Process (dated September 2008), the H-GAC 2035 Draft Vision, and the H-GAC Regional Commuter Rail Connectivity Study were referenced to identify planning needs in the study area relative to regional travel demand and travel patterns.

2.1 TRANSPORTATION SYSTEM IMPROVEMENT OPTIONS Transportation system improvements are means by which existing transportation facilities could be improved or additional methods of travel could be implemented to enhance and facilitate the movement of people and goods.

2.1.1 Description of Alternate Transportation Modes Modal alternatives considered include improved bus transit, bus/public transit options, HOV lanes, rail, bicycle and pedestrian facilities, and added single occupancy vehicle (SOV) capacity.

2.1.1.1 Bus Transit Bus transit is currently not provided within the study area. METRO does not provide service to Galveston or Brazoria counties, although bus service could be extended through inter-county agreements. An evaluation to expand METRO’s original Regional Bus Plan into adjacent counties has not been conducted because of projected low ridership.

METRO’s recommended future service concept is implementation of the METRO Solutions transit system plan. The planning study for the SH 288 corridor includes proposed new park and ride lots;

Alternatives Analysis 2-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South however, construction of these facilities would depend on the formulation of inter-county agreements allowing for the extension of bus transit outside the METRO service area.

2.1.1.2 Section 18 Public Transit Implementation The U.S. Department of Transportation established the Section 18 public transit program to provide startup funding and operation subsidies for public transit providers in rural communities (i.e., population under 50,000). Section 18 agencies typically provide demand-responsive, rather than fixed route, service. Users arrange in advance to be picked up or dropped off, and the transit provider attempts to group as many person-trips as practicable on a single trip. Funding is also provided to rural government entities to provide a minimal level of transit service to the transit-dependent population (e.g., persons with disabilities, the elderly, and persons unable to drive). There is currently one public transit firm (Gulf Coast Connect Transportation) in operation in Brazoria County under this plan.

2.1.1.3 High Occupancy Vehicle (HOV) Lanes The HOV lane concept is implemented in conjunction with an existing roadway experiencing considerable traffic congestion. HOV lanes are most effective when paired with park and ride lots, employer-based vanpool and carpool plans, and commuter parking subsidies. HOV lanes are most successful where potential ride-sharers have common geographic trip origins and destinations within similar time frames. In an established system, a HOV lane can move 4,000 to 5,000 persons per hour, while an average traffic lane moves 2,000 VPH with an average of 1.25 persons per vehicle.

HOV lane implementation can vary according to traffic demands. Various forms of HOV lanes include:

 Contraflow lanes: Non-SOV lanes traveling opposite the direction of congested traffic, separated by temporary removable pylons and only used during peak hours;  Diamond lanes: Designated non-SOV lanes in the direction of congested traffic, separated by striping and a buffer zone, used during peak hours or full time;  Barrier-separated reversible HOV lane: A single non-SOV lane separated from all traffic with various access points along the route and in which traffic can be reversed from a.m. to p.m. traffic flow; and  Barrier-separated two-way HOV lanes: Two-way HOV lanes maintaining traffic in both directions continuously.  Managed lane/high occupancy toll (HOT) lanes: Single directional or two-way dedicated traffic lanes separated from all general purpose traffic with few access points along the route. HOV’s travel free and SOV’s pay a static or dynamic toll as established by the agency.

Alternatives Analysis 2-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Although METRO operates HOV lanes in the Houston and Harris County on several major radial freeway corridors and the HCTRA manages the HOT lanes on IH 10, there are currently no HOV/HOT lanes on roadways within the proposed SH 99 Segment B study area. However, future HOV lane service could be provided on SH 288, IH 45 South, and SH 6 by METRO and TxDOT through inter-agency agreements or in conjunction with the Gulf Coast Center - Connect Transit.

2.1.1.4 Rail Transit The rail transit concept includes both commuter rail and a stand-alone rail system similar to the current METRORail system in operation between downtown Houston and IH 610 South. Similar to HOV lanes, this system is most effective where commuters have common geographic trip origins and destinations. The Regional Commuter Study identified the SH 3/Galveston Commuter Study as one of the best early implementation corridors, which is located just east of the proposed SH 99 Segment B study area. The Study also recommends that engineering studies of the priority corridors be conducted establishing a timeline for implementation of a complete, regional long distance commuter rail system within 10 to 15 years. Currently, there is no form of commuter rail transit within the study area, and while the SH 3/Galveston Commuter Corridor has been identified as a priority for further studies, there are no immediate plans to construct a rail facility within the study area.

2.1.1.5 Bicycle and Pedestrian Facilities The City of Alvin and TxDOT are collaborating to construct bicycle improvements as part of several master-planned communities in Brazoria County. Improvements proposed to benefit cyclists and pedestrians include sidewalks, bicycle lanes, hiking paths, and amenities, such as lockers, showers, and secure storage facilities. Proposed improvements such as full shoulders and minimal ditch slopes for all new rural county roads as well as curb offsets and sidewalks for urban county roads would also benefit cyclists and pedestrians. Even with the proposed improvements, the feasibility and effectiveness of bicycle and pedestrian alternatives are heavily dependent on trip length. Trip lengths required to address regional mobility within the proposed SH 99 Segment B study area would be considered extreme for cyclists and pedestrians.

2.1.1.6 Added SOV Capacity Alternatives Three types of added SOV capacity alternatives considered for the proposed SH 99 Segment B study area include the widening of existing arterials, construction of new arterials, and construction of new controlled access highway.

Alternatives Analysis 2-3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Widening of Existing Arterials Currently, there are several existing arterials traversing the proposed SH 99 Segment B study area that are planned to be widened and improved per the 2035 RTP, including SH 6, FM 1462, and SH 35. However, due to existing development along the arterials, any transportation improvement alternative that requires additional ROW could result in residential relocations and/or commercial and community facility displacements. In addition, arterials in densely developed areas tend to have lower speeds and more traffic control devices. While widening and realigning one or more of these roadways would increase capacity, improve local mobility, and decrease congestion at certain points within the study area, these improvements would not likely relieve future regional congestion or provide additional hurricane evacuation capacity. However, the widening and realigning of any of these existing roadways could be included as part of the development of other transportation improvements.

Construction of a New Arterial or Controlled Access Highway The primary consideration for the development of a new roadway alignment would be the efficient movement of motorists across the proposed SH 99 Segment B study area to the radial freeways SH 288 and IH 45 South. A new roadway could be a principal arterial or a controlled access facility. However, arterials in developed areas have lower capacity and lower speeds than a controlled access facility of the same size because of the presence of traffic control devices and driveways along an arterial. Therefore, a new arterial would not be as effective as a new controlled access facility in meeting the mobility and evacuation needs of the study area. In addition, the general rural character of the proposed SH 99 Segment B study area and prevalence of undeveloped land facilitates the planning of alternative roadway alignments on new ROW for a controlled access facility.

2.1.2 Transportation System Management (TSM) Alternatives Transportation System Management (TSM) alternatives are composed of low-cost, small-scale projects targeting improvement of present roadway system efficiency. Examples of the type of projects that would affect VMT and/or travel speeds would be:

 Park and ride lots: Encourages ridesharing, carpool and vanpool programs, and HOV use.  Ridesharing: Decreases vehicle numbers on the existing roadways by combining trips of similar origin and destination.  Traffic signal coordination: Optimizes traffic signal phasing and sequencing of successive intersections along a thoroughfare.  Intersection improvements: Offers additional or continuous turn lanes, re-striping, and/or widening intersections in addition to traffic signal synchronization.

Alternatives Analysis 2-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 HOV lanes: Traffic lanes on existing roadways would be restricted to non-SOV use during peak hours. HOV facilities could be implemented on SH 6, FM 517, SH 35, and FM 1462.  Intelligent transportation systems: Offers technology such as cameras, detectors, and variable message signs to provide traffic problem information.  Motorist assistance programs: Offers courtesy patrols to assist stranded or disabled vehicles.  Changeable message signs: Programs message boards along roadways to provide traffic and accident information

According to the 2035 RTP, future mobility needs were identified, and the 2035 METRO Long Range Plan recommends significant expansion of the current transit system, which involves a network of integrated high-capacity transit facilities on major travel corridors, including expansion of service currently beyond the METRO service area. Key elements of the Plan include 89 miles of fixed guideway transit (light rail), 84 miles of commuter rail, and 40 miles of Signature . In addition, H-GAC commissioned a one-year study in 2006 to develop a plan of action for improving coordination of the public transportation system. The Study identified gaps in service, noted barriers to the coordination of transportation activities, developed recommendations, and devised an action plan.

The 2035 RTP transit recommendations were extensive.

 Expand public transportation services by filling gaps inside and outside the METRO service area and expanding service to cover the 13-county Gulf Coast region.  Improve connectivity by exploring opportunities for expanding and developing transit facilities that serve as multi-modal transportation hubs for connecting local and express buses, taxis, vanpools, and airports shuttles.  Work with local transportation providers to develop flexible, seamless fare polices that will allow customers to use a single ticket or pass to travel on all providers of public transportation.  Explore projects that utilizing public-private partnerships to fast- commuter rail in the US 90A, US 290, and SH 3 corridors.  Promote Jobs Access and Reverse Commute programs to assist former welfare recipients and other low-income residents with obtaining access to public transportation.  Explore other potential high capacity transit corridors. Currently, H-GAC has identified corridors along US 249, US 290, SH 521, SH 288, SH 225, SH 146, and SH 35 as meriting consideration for high-capacity transit.

2.1.3 Travel Demand Management (TDM) Alternatives Similar to TSM, Travel Demand Management (TDM) alternatives are also composed of low-cost,

Alternatives Analysis 2-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South small-scale improvements and programs designed to change commuter travel patterns and make more efficient use of existing traffic systems. TDM options provide alternatives to SOV travel such as mass transit, carpool/vanpool programs, and active support of flextime hours and telecommuting. Traffic condition information services, guaranteed ride home options, and restricted parking availability are also included in TDM programs. The success of TDM has been limited because the majority of options are implemented on a voluntary basis rather than being mandated by law. While employers were provided incentives and encouraged to implement plans such as flextime work hours and telecommuting, most concluded that employee response was limited and the plans were short lived. The Employer Trip Reduction program of 1994 (repealed in 1995) was an unsuccessful example of TDM that targeted a 25 percent reduction of SOV commutes to work sites. A positive result of this was the development of the H-GAC Commute Solutions Program to increase transit use, carpooling, and other forms of trip reduction within congested employment centers and travel routes. In addition, H-GAC and METRO began sponsoring the administration of a Regional Vanpool program that currently operates 12 vanpools in Brazoria County.

2.1.4 No-Build Alternative The No-Build Alternative would require that anticipated future travel demand be met using existing and planned roadway and transportation facilities. Regional mobility needs would be addressed through utilization of the collective system of existing transportation facilities, including the construction of planned and committed local improvements within the proposed SH 99 Segment B study area. Committed local improvements include proposed projects incorporated into the 2035 RTP, exclusive of the proposed SH 99 Segment B.

2.2 ASSESSMENT OF TRANSPORTATION SYSTEM IMPROVEMENT OPTIONS The transportation system improvement options presented above represent alternatives for meeting the need and purpose of the proposed SH 99 Segment B. However, these alternatives are not necessarily exclusive in that the implementation of one alternative mode does not preclude implementation of all or part of another alternative mode. The various alternative transportation modes were reviewed to assess their ability to satisfy the need and purpose of the proposed SH 99 Segment B and minimize adverse impacts to the human and natural environments of the proposed SH 99 Segment B study area. Whether implemented in whole, in part, or in combination, the alternative transportation improvements implemented must represent a viable means of improving regional mobility for the anticipated future travel demand.

Alternatives Analysis 2-6 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Assessing the alternative transportation modes consisted of a multi-step effort involving public outreach, identification of environmental resources within the proposed SH 99 Segment B study area, and review and analysis of the various alternative transportation system improvements. Information on existing and planned transportation facilities and projected trends in traffic and population growth within the study area was obtained. Sensitive environmental resources such as wetlands, floodplains, schools, parks, and residential/commercial developments were identified and mapped. Consideration of each of the transportation system improvement options was conducted based on public input received and review of existing environmental constraints.

2.2.1 Transportation System Improvements Eliminated From Further Study Each of the transportation system improvements described in the previous section would address certain aspects of existing traffic congestion and mobility needs of the proposed SH 99 Segment B study area. However, most would not effectively improve long-term regional mobility within the study area.

2.2.1.1 Modal Alternatives The modal alternatives of bus transit, Section 18 public transit, HOV lanes, rail transit, bicycle and pedestrian facilities, and added SOV capacity on existing roadways could be implemented within the proposed SH 99 Segment B study area. However, based on projected growth and development within the region, these alternatives would not adequately address regional mobility issues and anticipated traffic congestion. The modal alternatives would also not provide an additional emergency evacuation route of sufficient capacity to serve the evacuation needs of the study area and larger Houston metropolitan area . Therefore, the modal alternatives as stand-alone options to solve the mobility issues of the area were eliminated from further consideration.

2.2.1.2 TSM Alternatives As small-scale projects targeting improvement of existing roadway system efficiency, TSM alternatives can improve traffic operations, but these alternatives cannot provide the long-range capacity required to reduce congestion and improve regional mobility. Examples of proposed TSM projects in the proposed SH 99 Segment B study area are the addition of Intelligent Transportation Systems communications and surveillance systems at SH 288 and FM 1462, and the addition of a turn lane on FM 517 at the entrance to Bayou Wildlife Park. Additionally, TSM alternatives do not provide sufficient mobility improvements for additional emergency evacuation. As such, the TSM alternatives were also eliminated from further consideration.

Alternatives Analysis 2-7 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

2.2.1.3 TDM Alternatives TDM alternatives are also small-scale projects and programs designed to improve the efficiency of existing traffic systems. The low-density rural character of a large portion of the proposed SH 99 Segment B study area coupled with limited accessibility to transit and other alternatives to driving all limit the application of many TDM options. TDM alternatives would not address the need for additional capacity to accommodate predicted future growth in traffic and corresponding decline in roadway LOS. TDM alternatives would also not materially contribute to congestion relief, improvement of regional mobility, or provide an additional emergency evacuation route. Therefore, the TDM alternatives were eliminated from further consideration.

Congestion Management Process (CMP) Commitments The Congestion Management Process (CMP) is a systematic process for managing traffic congestion. The CMP provides information on transportation system performance, alternative strategies for alleviating congestion, and enhancing the mobility of persons and goods to levels that meet State and local needs. Operational improvements and travel demand reduction strategies are commitments made by the region at two levels: a program-level and project-level implementation. Program-level commitments are inventoried in the regional CMP, which was adopted by H-GAC. The CMP element of the plan carries an inventory of all project commitments (including those resulting from major investment studies), detailing type of strategy, implementing responsibilities, schedules, and expected costs. At the project-level stage, travel demand reduction strategies and commitments will be added to the regional TIP or included in the construction plans. The regional TIP provides for programming of these projects at the appropriate time with respect to SOV facility implementation and project-specific elements. The proposed SH 99 Segment B was developed from the H-GAC operational CMP plan that has incorporated all commitments within the fiscally constrained 2035 RTP Update, which was found to conform to the SIP on January 25, 2011, and the 2011-2014 TIP on February 1, 2011.

Committed congestion reduction strategies and operational improvements are projects included in the regional CMP to be managed by H-GAC under the Congestion Mitigation Air Quality program. In an effort to reduce congestion and the need for SOV lanes in the region, TxDOT and H-GAC will continue to promote appropriate congestion reduction strategies through the Congestion Mitigation Air Quality program, the Congestion Management System, and the 2035 RTP. According to H-GAC, the congestion reduction strategies considered for the proposed SH 99 Segment B would help alleviate congestion in the SOV study boundary but will not eliminate it. The current CMP analysis for added SOV capacity projects in the Transportation Management Area (TMA) is on file and available for review at H-GAC.

Alternatives Analysis 2-8 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

2.2.2 Transportation System Improvements Selected For Further Study 2.2.2.1 No-Build Alternative The No-Build Alternative assumes the existing transportation system as presently configured, but also includes planned and committed construction and improvements to existing transportation facilities. Anticipated future population growth and development within the proposed SH 99 Segment B study area will increase traffic volumes on the existing roadway network, resulting in increased congestion. Exhibit 2-2 shows traffic operations within the study area based on Year 2001 and Year 2002 traffic data from TxDOT. Exhibit 2-3 shows the projected traffic operations for Year 2035 for the proposed SH 99 Segment B study area with the No-Build Alternative. The projected traffic operations show that roadways that are currently operating at acceptable LOS D or better are projected to be near or over capacity in Year 2035 with the No-Build Alternative. LOS F with volume-to-capacity ratios of more than 1.0 are projected on several roadway segments.

Initially, the No-Build Alternative would represent a cost savings compared to build design concepts; however, there would be higher maintenance requirements and user costs on existing roadways due to the increased traffic volumes and travel delays. The No-Build Alternative would also require additional short-term restoration and safety improvements for continued enhanced operational efficiency and safe travel on existing roadways. Traffic congestion during periods of required roadway maintenance and reconstruction would be more frequent under this alternative resulting in increased user costs.

The No-Build Alternative would not provide an additional emergency evacuation route to relieve anticipated congestion on existing major arterial roadways leading away from the coast. While the No-Build Alternative fails to satisfy the need and purpose of the proposed SH 99 Segment B, it is retained as a basis for comparison with the alternative transportation modes carried forward for detailed study as required by Council on Environmental Quality (CEQ) regulations.

2.2.2.2 Build Alternative Based on the assessment of the transportation improvement options, new roadway construction was determined to be the alternative best suited to meet the proposed SH 99 Segment B’s need and purpose. Construction of a controlled access roadway on new ROW and possibly incorporating portions of existing ROWs would provide an alternate travel route for traffic moving between SH 288 and IH 45 South. This alternate route would be expected to relieve congestion on existing roadways presently used by motorists traversing the proposed SH 99 Segment B study area. A newly constructed controlled access highway would also provide a new route for evacuation during emergency situations.

Alternatives Analysis 2-9 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The primary goal for the Build Alternative would be to meet the mobility and evacuation needs of the proposed SH 99 Segment B study area. The City of Alvin, which is centrally located within the proposed SH 99 Segment B study area, serves as the center for planning of various alternative roadway alignments for the Build Alternative. Various alternative roadway alignments were developed to route motorists north of Alvin, through Alvin (incorporating part of the existing SH 35 ROW), or south of Alvin.

2.3 SELECTION OF RECOMMENDED ALTERNATIVE Selection of a new controlled access highway as the recommended alternative transportation mode required that additional analysis be conducted to identify potential alignments of the roadway. The analysis consisted of a multi-phase screening process to develop alternative roadway alignments from a number of possible alternative roadway alignments.

2.3.1 Proposed SH 99 Segment B Study Area As previously stated, coordination with elected officials and local community representatives resulted in the identification of a proposed SH 99 Segment B study area between SH 288 and IH 45 South within which the analysis of transportation improvements would be conducted (Exhibit 2-1). The west and east boundaries of the proposed SH 99 Segment B study area include intersections with existing roadways at SH 288 and IH 45 South, respectively. These roadway intersections are logical terminus points where the traveling public might enter or exit the proposed SH 99 Segment B study area via the bordering radial freeways.

The proposed SH 99 Segment B study area encompasses approximately 170 square miles and includes all or part of eight incorporated communities. The City of Alvin is somewhat centrally located within the proposed SH 99 Segment B study area. Major roadways traversing portions of the proposed SH 99 Segment B study area include SH 6, SH 35, FM 517, and FM 1462. Although residential, commercial, and industrial development is present, the majority of the proposed SH 99 Segment B study area is primarily undeveloped, rural property.

Initial planning activities within the proposed SH 99 Segment B study area included data collection to identify potential environmental constraints such as floodplains, wetlands as mapped by the U.S. Fish and Wildlife Service (USFWS) National Wetlands Inventory (NWI) mapping, riparian habitat areas, existing and proposed residential development, parks, schools, churches, cemeteries, landfills, known cultural resources sites, and known toxic/hazardous waste sites. Major thoroughfare plans indicating the locations of planned new roadways and roadway improvements in the region were also reviewed. Additionally, existing and proposed storm water drainage improvements were reviewed. Local governments (counties,

Alternatives Analysis 2-10 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South cities, drainage districts, regional planning organizations) and representatives from federal, State, and local agencies including the USACE, USFWS, Texas Parks and Wildlife Department (TPWD), THC, Texas Commission on Environmental Quality (TCEQ), Natural Resources Conservation Service (NRCS), U.S. Environmental Protection Agency (EPA), Galveston Bay Foundation, and others were invited to a separate meeting with the proposed SH 99 Segment B Study Team (and to provide written input if they could not attend the meeting) for the purpose of discussing environmental and other issues of concern in the proposed SH 99 Segment B study area, including wetlands, riparian and prairie habitats, threatened and endangered species, water bodies, safety, and cultural resources. Collected data were used to create maps showing potential environmental constraints relative to existing and planned roadways and drainage improvements within the boundary of the proposed SH 99 Segment B study area (Exhibit 2-1). The maps were presented at a public scoping meeting held for elected officials and local representatives, resource agency personnel, and the general public on September 12, 2002. Subsequent to the public scoping meeting, analyses of the various transportation system improvements were conducted, leading to the determination of new roadway construction as the preferred transportation alternative. Subsequent to that determination, development of various alternative roadway alignments was initiated.

2.3.2 Development of Preliminary Build Alternatives Current aerial photography, potential environmental constraints, utility maps, and public scoping meeting comments were supplemented by field inspections from public ROWs to generate numerous 400-foot wide corridor components that, when combined, traverse the length of the proposed SH 99 Segment B study area from SH 288 to IH 45 South. Along the east proposed SH 99 Segment B study area boundary, corridor components were configured to intersect with IH 45 South at FM 646 and at the proposed SH 96 . Along the west proposed SH 99 Segment B study area boundary, corridor components were configured to intersect with SH 288 at FM 1462, CR 60, and CR 56. Corridor components were aligned along existing roadways and through undeveloped areas. The intent of aligning corridor components through undeveloped areas was to minimize potential impacts to existing roadways and residential, commercial, and industrial areas. However, corridor components aligned along existing roadways were also included because alignments incorporating existing ROWs may minimize potential adverse impacts to sensitive environmental resources. Mapped wetlands and water bodies, riparian habitat, floodplains, and sensitive natural features were avoided to the extent practicable. The numerous corridor components and combinations thereof aligned within the proposed SH 99 Segment B study area represented the universe of alternative roadway alignments evaluated (Exhibit 2-4).

The City of Alvin and SH 35, both of which are located near the center of the proposed SH 99 Segment B study area, served as reference points for the labeling of the various corridor components. The corridor

Alternatives Analysis 2-11 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South components were labeled east (E), west (W), north (N), or south (S) depending on their location relative to the City of Alvin or SH 35. Eleven corridor components were created; three east of SH 35, four west of SH 35, two north of the City of Alvin, and two south of the City of Alvin. A portion of the existing SH 35 Bypass (Alvin Bypass) on the east side of the City of Alvin served as a corridor component. The various corridor components were developed such that several components could be combined to form numerous alternative roadway alignments extending east-west across the proposed SH 99 Segment B study area.

A total of 15 possible alternative roadway alignments were developed. Five of these alignments incorporated the existing SH 35 Bypass, three alignments were located north of the City of Alvin, and six were located south of the City of Alvin. One additional alignment (X) was created using the existing roadways of FM 1462, SH 35, and FM 517. Table 2-1 provides an alignment alternatives evaluation matrix.

2.3.3 Development of Candidate Alternative Alignments Although the corridor components could be combined to create numerous alternative roadway alignments, some corridor components and the resulting alternative roadway alignments resulted in characteristics making them less desirable for further consideration. For example, the east terminus of the alignments consisting of corridor components intersecting IH 45 South at the proposed interchange of SH 96 and Brittany Bay resulted in undesirable geometric configurations of the interchange with these roadways that could potentially impact existing development in the proposed SH 99 Segment B study area. Therefore, alternative roadway alignments consisting of corridor components terminating at the intersection of IH 45 South and FM 646 would be more desirable than the intersection of IH 45 South and the proposed SH 96.

Various human and natural resource parameters common to each possible alternative roadway alignment, such as communities impacted, displacements, wetlands, floodplain, ROW acreage, bridge/drainage structures, and overall length, were identified. These parameters were used as a means to compare and evaluate the 15 possible alternative roadway alignments. The comparison and evaluation process led to the selection of three representative Alternative Alignments. The three Alternative Alignments are referenced as the Northern Alternative, the Central Alternative, and the Southern Alternative (Table 2-1).

Meetings with the public, elected officials, and representatives of resource and regulatory agencies were conducted to obtain input on the universe of alternatives (Exhibit 2-4) and, more specifically, the three Alternative Alignments that were selected for further analysis. A public workshop held on February 25, 2003, presented the corridor components constituting the universe of alternatives and highlighted the

Alternatives Analysis 2-12 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South three selected Alternative Alignments. Based on additional public comments received and input from elected officials, the Alternative Alignments were refined to improve geometric configurations for intersections with proposed major thoroughfares, enhance overpass crossings, and reduce the number of partial property acquisitions. The revised Northern, Central, and Southern alternatives are shown on Exhibit 2-5.

Subsequent to the refinement of the three candidate Alternative Alignments, property owners, residents, and representatives from the City of Alvin requested consideration of additional alternative roadway alignments in the western portion of the proposed SH 99 Segment B study area from SH 288 to the SH 35 Bypass to reduce the number of potential displacements. In a meeting with area representatives on September 25, 2003, three additional alternative roadway alignments to the Central Alternative were proposed. Two of the proposed alignments were minor variations in the routing of the Central Alternative and one was routed partially on the Southern Alternative and partially on new location.

An evaluation of the additional alternative roadway alignments compared to the Central Alternative revealed that two alignments were shorter in length and required less overall ROW acreage, but both resulted in a greater number of displacements. However, the alternative roadway alignment routed partially on the Southern Alternative resulted in fewer displacements, even though this alignment was slightly longer and would require more ROW acreage than the other alternative roadway alignments. Because of the favorable characteristics of reduced displacements and improved geometry, the alternative roadway alignment partially routed on the Southern Alternative was selected as the fourth Alternative Alignment for further study. This fourth Alternative Alignment is identified as the Central-South Alternative (Table 2-1).

Following this, coordination with the public and local elected officials continued as part of the alternatives evaluation and public involvement process. Comments received during this period resulted in the development of another candidate alternative roadway alignment in the western portion of the proposed SH 99 Segment B study area. The alignment incorporates a combination of new location and a portion of the Southern Alternative in the western part, then turns northeastward along the SH 35 corridor toward the City of Alvin where it merges with the Central Alternative at the SH 35 Bypass. This fifth Alternative Alignment is identified as the South-New Alternative and is included with the other Alternative Alignments for further detailed analysis (Table 2-1).

Alternatives Analysis 2-13 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The proposed SH 99 Segment B study area boundary was adjusted slightly to accommodate the five proposed Alternatives Alignments. The five Alternative Alignments and the revised proposed SH 99 Segment B study area boundary are shown on Exhibit 2-5.

Continued SH 99 Segment B coordination resulted in the consideration of additional candidate alternative roadway alignments with a logical terminus at SH 288 other than at CR 60. Two alignments generated from the number of total alternatives were selected for further evaluation. One is a variation of the Northern Alternative where the western portion of the alignment incorporates the northern corridor component intersecting SH 288 at CR 56. The other alignment follows the existing roadways of FM 1462, SH 35, and FM 517 for the majority of its length. This alignment incorporates the intersection of FM 1462 and SH 288 near the western boundary of the proposed SH 99 Segment B study area. Near the eastern study area boundary, the alignment turns northward to intersect with the roadway segment common to all of the Alternative Alignments rather than follow FM 517 to its intersection with IH 45 South. These two additional Alternative Alternatives are identified as Northern 2 Alternative and Southern 2 Alternative and are included with the other Alternative Alignments for further detailed analysis.

All seven Alternative Alignments are shown on Exhibit 2-5 and highlighted in Table 2-1.

2.3.4 Traffic Analysis for Selected Alternatives Because of similarities between the Central and Central-South alternatives and the Southern and South- New alternatives, year 2035 traffic volumes were determined using the H-GAC 2035 regional model only for three of the seven Alternative Alignments. For traffic analysis purposes, it was assumed that LOS for the South-New Alternative would also apply to the Southern Alternative. As such, a traffic analysis was completed for three of the seven Alternative Alignments (South-New, Northern, and Central) and for the No-Build Alternative.

The results of the traffic analysis for four of the seven Alternative Alignments (South-New, Northern, Central and Southern 2) for the year 2035 are shown on Exhibit 2-6 through Exhibit 2-9, respectively. In general, the addition of any of the three Alternative Alignments would reduce congestion on some local arterials by providing increased access to SH 288 and IH 45 South and reducing reliance on SH 35 as a north-south route. Traffic volumes on SH 288 and IH 45 South would potentially increase, while volumes on some sections of SH 35 not part of the proposed SH 99 Segment B corridor would decrease. Congestion would be reduced on the existing east-west arterials as the proposed alignments provide alternate routes to SH 288 and IH 45 South.

Alternatives Analysis 2-14 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

2.3.5 Selection of Recommended Build Alternative Based on the public input, evaluation criteria presented in Table 2-1, and projected development of the proposed SH 99 Segment B study area for the year 2035, the South-New Alternative was selected as the recommended Build Alternative for further study. This Build Alternative is highlighted on Exhibit 2-10.

Alternatives Analysis 2-15

Draft Environmental Im Draft Environmental Alternative Anal Alternative TABLE 2-1 ALTERNATIVE ALIGNMENT EVALUATION MATRIX Human and Natural Environmental Parameters

Alignments Wetlands Right-of-Way Alignment Floodplains Community Bisector? Bridges/ Drainage IH 45 South to SH 288 Acres (No. of Displacements (ROW) Length y Acres Yes/No (No. Affected) No. of Structures i sis Potential Sites) Acres Miles Northern Alternatives p N 1 24 (42) 183 Yes (3) 37 1,012 20 20.88 Se SH 99 act Statement N 1 to N 2 33 (45) 396 Yes (3) 31 1,058 21 21.84 3 E - 2 W 25 (52) 389 Yes (2) 22 1,071 22 22.10 2 E - 3 E - 2 W 25 (44) 481 Yes (3) 30 1,093 23 22.58 2 E - N 1 - N 2 32 (46) 396 Yes (3) 30 1,034 22 22.91 2E (Rev) - N1 - N - N2 24 (9) 338 Yes (2) 30 1,125 25 23.21 Northern 24 (9) 338 Yes (2) 64 1,125 24 23.20 Northern 2 35 (10) 268 Yes (2) 63 1,029 20 21.20 Central Alternatives X (Existing Roadways) 12 (36) 215 Yes (4) 244 454 20 23.57 1 E - SH 35 - 3 W 44 (48) 419 Yes (2) 24 1,017 28 23.84 2 E - SH 35 - 3 W 32 (44) 335 Yes (2) 23 1,012 28 24.65 1 E - SH 35 - 4 W 49 (48) 313 Yes (4) 29 1,019 28 24.01 2 E - SH 35 - 3 W - 4 W 38 (43) 254 Yes (3) 29 1,067 28 25.78 C-Alt1 46 (9) 274 Yes (3) 23 1,013 32 24.43 C-Alt2 45 (9) 274 Yes (3) 22 1,010 32 24.38 C-S Alt 41 (17) 245 Yes (1) 16 1,020 33 26.44 g

Central 45 (9) 274 Yes (2) 16 1,034 32 24.80 ment B: From SH 288 to IH 45 Central-South 42 (18) 242 Yes (2) 11 1,109 31 26.33 Southern Alternatives S 1 46 (50) 150 Yes (3) 29 1,364 30 28.12 2-16 S 2 (1 E to SH 35 To S 1) 36 (41) 237 Yes (2) 44 1,059 20 26.31 South-New 45 (13) 178 Yes (0) 22 1,182 32 28.16 Southern 36 (19) 112 Yes (3) 24 1,366 29 28.17 Southern 2 6 (12) 228 Yes (3) 187 803 33 22.56

Note: No.= number Source: SH 99 Segment B Study Team.

Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SECTION 3: AFFECTED ENVIRONMENT This section discusses baseline information for the existing affected environment within the study area for the proposed SH 99 Segment. Information is presented in technical and scientific disciplines for existing physical, biological, and socioeconomic environments that may be affected by construction of the proposed SH 99 Segment B.

3.1 LAND USE AND TRANSPORTATION PLANNING The area reviewed for land use, population growth (as indicated by the total number of households), and employment growth incorporated regions beyond the boundary of the study area is shown on Exhibit 2-5. This expanded study area is referred to as the proposed SH 99 Segment B’s Social Economic Study Area, which is shown on Exhibit 3-1. The Social Economic Study Area consists of a number of Regional Analysis Zones (RAZs) and Traffic Analysis Zones (TAZs), as defined by H-GAC, within Brazoria and Galveston counties. TAZs are geographic areas that are used for land use projections, traffic demand modeling, and transportation planning at the local level. RAZs are geographic areas composed of several TAZs. Both RAZs and TAZs are used for transportation planning purposes. RAZs are also used to analyze growth anticipated in specific geographic areas and often follow Census tract boundaries. The eight-county Houston-Galveston region is divided into 199 RAZs. The Social Economic Study Area includes RAZs 169 through 172 and portions of RAZs 167 and 168 located in Brazoria County and RAZs 173, 174, and 178 located in Galveston County.

3.1.1 Existing Land Uses All of the Alternative Alignments share a common intersection with IH 45 South then divide into separate alignments as each proceeds westward across the proposed SH 99 Segment B study area. The study area borders the city limits of Texas City and includes portions of the cities and communities of Dickinson, Santa Fe, League City, Friendswood, Hillcrest Village, Alvin, Liverpool, Manvel, and Iowa Colony (Exhibit 2-5). However, the Alternative Alignments traverse only the incorporated city limits of League City, Friendswood, Alvin, Liverpool, Manvel, and Iowa Colony (Exhibit 2-5). The community of Algoa, which is located along SH 6 between the cities of Alvin and Santa Fe, is also located within the proposed SH 99 Segment B study area. However, most of the study area is composed of land situated outside city limits in rural Brazoria County.

Land use within the proposed SH 99 Segment B study area in the vicinity of the seven Alternative Alignments is primarily undeveloped, with a large portion being used for grazing and agricultural uses. Retail/Commercial, Business/Industrial, and Public/Institutional land uses are primarily located within the City of Alvin adjacent to Business SH 35 (Gordon Street) and SH 35, along which portions of the Central,

Affected Environment 3-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Central-South, South-New, and Southern 2 alternatives follow. Business/Industrial and/or Retail/Commercial land use are also directly adjacent to SH 6, FM 646, and IH 45 South near all seven Alternative Alignments. As previously stated, the proposed SH 99 Segment B’s Social Economic Study Area for land use is shown on Exhibit 3-1. Residential land use is scattered throughout the Social Economic Study Area. Several residential neighborhoods exist adjacent to or in the vicinity of the proposed seven Alternative Alignments, including Harvest Acres, Crestmont, Regency Heights, Heights Acres, Heights Ridge, Northern Point Trails (currently under construction), Shadowland, Kendall Lakes (just beginning construction), Country Creek Estates, Pine Colony, and Windsor Estates near the Northern and Northern 2 alternatives. Residential areas near the Central, Central-South, South-New, Southern, and Southern 2 alternatives include Rosharon Road Estates, Sandy Meadow Estates, River Oaks Homesites, Clearwood Estates, South Country, Savannah Plantation, Oakland Estates, Mark Five Estates, Lost Road Ranch, Oak Manor Estates, Whispering Pines, Meadow Dale, South Meadows, Creekwood Estates, Mustang Estates, Green Meadows, and Meadow Green (Exhibit 2-5). Residential areas adjacent to or in the vicinity of all seven Alternative Alignments include Prairie Estates, Bay Colony, Channlee Estates, Palm Crest (currently under construction), Lakes in Bay Colony, Bay Colony West, Magnolia Bend (just beginning construction), Bay View, Bay Colony Meadows (just beginning construction), Centerfield Lakes, the Meadows in Bay Colony, and Sherwood Oaks (Exhibit 2-5). Several housing areas also exist within the Social Economic Study Area but are not part of a subdivision or neighborhood. Other residential neighborhoods and multi-family residential homes in the study area are not directly adjacent to one of the seven Alternative Alignments but are located within the study area are also shown on Exhibit 2-5. Existing land use within the Social Economic Study Area is shown on Exhibit 3-2.

3.1.2 Land Use Planning Planned development in the vicinity of the seven Alternative Alignments’ terminus with IH 45 South includes Bay Colony, Bay Colony West, and Planned Unit Developments (PUDs) for Duncan, Lloyd, McAlister, and Victory Lakes (City of League City 2009). The Bay Colony Conceptual Plan, dated April 2004, includes single-family residential development with some supporting community and commercial facilities within a 787-acre tract that is bisected by FM 646 between FM 517 and IH 45 South (City of League City 2009a). The Bay Colony West Conceptual Development Plan, dated December 2003, proposes similar development within 651.2 acres located directly adjacent to and west of Bay Colony, which is already under construction (City of League City 2009b). The Duncan PUD Conceptual Land Use Plan, dated June 2006, includes single-family residential development with some supporting community and commercial facilities within a 1,704.7-acre tract from FM 517 to 2.1 miles north, adjacent to and west

Affected Environment 3-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South of Prairie Estates (City of League City 2009c). The Lloyd PUD Conceptual Land Use Plan, dated June 2006, includes multiple land uses that are primarily single-family residential, commercial, and a town center within a 2,050.6-acre tract extending from FM 517 to the American Canal (City of League City 2009d). Other future land uses include churches, light industrial, multi-family residential, schools, a system, and recreation centers. Of the 2,050.6 acres, 153.3 acres lie outside the Corporate Limits of League City but are within the City’s Extra-Territorial Jurisdiction and incorporated into the conceptual master plan. The McAlister PUD conceptual land use plan, dated June 2006, includes multiple land uses, with the majority being designated as single-family residential within an 838.3-acre tract extending from FM 517 to the American Canal (City of League City 2009e). Other future land uses include schools, a church, linear parks, recreation centers, light industrial, commercial, and multi-family residential. The McAlister PUD is located between the Lloyd PUD properties. The Victory Lakes PUD master plan, approved March 2005, is located within a 542.1-acre tract located between IH 45 South and FM 646 (City of League City 2009f). The Victory Lakes PUD was created prior to the adoption of zoning and has no conceptual plan with zoning criteria for the development. The plan includes a school, residential, and commercial land uses. Additional commercial development is proposed according to the Revised Master Plan for Victory Lakes approved on March 21, 2005. These development plans either show or allow for the proposed SH 99 Segment B. Several planned and existing land development projects in the study area are shown in Table 3-1.

TABLE 3-1 PLANNED AND EXISTING LAND DEVELOPMENT PROJECTS IN THE STUDY AREA Land Developments Project Project Location Project Type Status2 in the Study Area Acreage1 Single-family Near IH 45 South and residential development Bay Colony 664 E/IP FM 646 with some commercial development Single-family Near IH 45 South and residential development Bay Colony West 338 E/IP FM 646 with some commercial development Single-family FM 517 to 2.1 miles residential development The Duncan PUD north (adjacent to and 1,705 E/IP with community and west of Prairie Estates) commercial facilities Single-family FM 517 to the residential, commercial, The Lloyd PUD 2,051 IP American Canal light industrial and public uses

Affected Environment 3-3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Land Developments Project Project Location Project Type Status2 in the Study Area Acreage1 The majority designated as single-family FM 517 to the residential. Other future American Canal The McAlister PUD uses include public, 838 IP (between the Lloyd light industrial, PUD properties) commercial, and multi-family residential Single-family The Victory Lakes East of IH 45 South residential, commercial, 542 IP PUD near FM 646 public, and commercial Located between Burlington Northern Santa Fe (BNSF) Residential Kendall Lakes Railroad (RR) and 600 IP development SH 35, on the north side of the City of Alvin Located adjacent to CR Residential Morgan’s Point 144, adjacent to Pine 293 IP/P development Colony subdivision Located at Planned mixed use, including single-family Presidio at Manvel SH 6 and 394 P residential, commercial, SH 288 civic, etc Mixed residential, civic, South of SH 6, east of Seven Oaks Ranch open space, and 1,498 P SH 288 at CR 56 commercial 2.3 miles west of SH Residential Lakes of Savannah 288, 1.6 miles east of 1,425 IP development FM 521 East of SH 288 frontage Residential Magnolia Bend road and South of CR 115 P Development 63 Residential East of SH 288, 1 mile Palm Crest development (Custom 165 IP north of FM 1462 Home Builders)

Notes: 1Acreages of land development projects are approximations. 2PUD = Planned Urban Development; E = Existing; P = Planned; IP = In Progress. Source: SH 99 Segment B Study Team.

3.1.3 Transportation Planning Local governments of the cities of Alvin, Friendswood, and League City have different policies regarding zoning, which ultimately affects land use within each city’s limits. These cities are in different stages of land use planning, including zoning, thoroughfare planning, and creation of a comprehensive plan. The City of Alvin has no zoning ordinances in place to regulate land use. The cities of League City and Friendswood currently regulate land use by zoning for land development within the cities (City of League

Affected Environment 3-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

City 2009; City of Friendswood 2006). Brazoria and Galveston counties also control some land use within the areas outside the incorporated city limits.

Crossings of the proposed SH 99 Segment B with future roadways are incorporated in all seven Alternative Alignments. The Northern and Northern 2 alternatives would accommodate the City of Manvel’s proposed extension of CR 185, and the Central Alternative would accommodate the addition of a bridge at CR 179.

In the City of Alvin, land development planning is conducted by the Alvin Economic Development Department. The City of Alvin’s last complete Comprehensive Plan for the City was adopted on September 1, 2005 (City of Alvin 2009a). The City of Alvin Thoroughfare Plan, last updated on January 20, 2004, includes a proposed regional arterial that closely follows the Central, Central-South, South-New, and Southern 2 alternatives within the ROW of the SH 35 Bypass (City of Alvin 2009b).

The Northern and Northern 2 alternatives are the only alternatives that traverse the city limits of Friendswood. The Friendswood Planning and Zoning Commission coordinate proposed development projects through the Development Review Committee. Friendswood currently has 18 zoning districts, and the districts are structured to promote compatible patterns of land use within the city limits. The Northern and Northern 2 alternatives traverse a multiple-district area currently zoned as single-family dwelling, business park, and light industrial districts (City of Friendswood 2006). The Friendswood Thoroughfare Plan has already designated the proposed SH 99 Segment B as a major thoroughfare, which closely follows the Northern and Northern 2 alternatives (City of Friendswood 2003).

Development in the City of League City is managed under the League City Planning Department. The Planning Department provides support to the Planning and Zoning Commission, the Zoning Board of Adjustments, and the Historic District Commission. The League City Planning Department administers requests for zoning changes, permits, and variances. All seven Alternative Alignments traverse the City of League City in an area currently zoned for single-family residential, mixed-use commercial, neighborhood commercial, general commercial, open space, public, and semi-public development (City of League City 2009g). City of League City has also developed a Comprehensive Plan that includes a Proposed Major Roadway Network and Future Land Use map (City of League City 2004).

The H-GAC is responsible for intergovernmental regional planning and coordination activities within the 13-county Gulf Coast Planning Region of Texas, which includes Brazoria and Galveston counties. The H-GAC and the cities of Alvin, Friendswood, and League City are incorporating the proposed SH 99 Segment B into the H-GAC’s 2035 RTP, which includes major transportation corridor recommendations

Affected Environment 3-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South for the proposed SH 99 Segment B. Future planning would be coordinated once a preferred alternative is selected (H-GAC 2007).

3.2 GEOLOGY, SOILS, AND FARMLANDS 3.2.1 Geology 3.2.1.1 Physiographic Setting According to the U.S. Geological Survey (USGS) there are 12 geologic provinces within the conterminous U.S., and each have a characteristic geologic structure, rock and soil types, vegetation, and climate (USGS 2011). The proposed SH 99 Segment B is located within the Atlantic Plain Province, which is the flattest of the provinces. Within this province, the proposed SH 99 Segment B is located within the Gulf Prairie, where the land surface is nearly level to gently sloping with natural drainage features, which has associated floodplains, and several manmade drainage features. The natural drainage features included Chocolate Bayou and Mustang Bayou, both which have several tributaries that transverses the proposed SH 99 Segment B study area.

3.2.1.2 Stratigraphy and Structure The geologic units recognized within the proposed SH 99 Segment B study area include the Beaumont Formation and Alluvium. Generally, each of these units is composed of sedimentary deposits of clay, silt, and sand with minor amounts of siliceous gravel.

Faulting is common in the Gulf Coast area. Most faults are strike faults that appear to be related to gradual subsidence and tilting of the underlying strata and the resulting adjustment of the overlying sediment.

3.2.1.3 Subsidence Land-surface subsidence is a geologic process that is a function of the depositional environment of the Texas Coastal Plain. The natural rate of subsidence has been accelerated due the increased utilization of groundwater resources. Excessive groundwater withdrawal is the primary cause of the land-surface subsidence. The land subsidence already experienced is reversible according to studies performed by the Harris-Galveston Subsidence District (HGSD), and the land surface in the proposed SH 99 Segment B study area has subsided approximately 1 to 2 feet between 1906 and 1995 (HGSD 2011).

3.2.2 Soils The soil data for the proposed SH 99 Segment B was obtained from the Soil Surveys of Brazoria County and Galveston County, dated June 1981 and February 1988, respectively (USDA). The following soil

Affected Environment 3-6 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South associations make up 82 percent of the land in Brazoria County and 61 percent of the land in Galveston County:

 Brazoria County: Lake Charles, Bernard-Edna, and Edna-Aris  Galveston County: Mocarey-Leton-Algoa, Lake Charles-Baycliff, Bernard-Verland, and Bernard- Edna. All of these soils are in broad, nearly level areas that are far enough inland that they are not affected by tides or salt from the Gulf of Mexico. The main limitations for urban use are wetness and the shrink-swell potential of most of the soils.

The soils within the proposed SH 99 Segment B study area consist of 20 soil series. Brazoria County soils series include Aris, Bacliff (formerly Beaumont), Bernard, Bernard-Edna, Bernard-Urban, Edna, Edna- Aris, Lake Charles-Urban, Leton, and Morey. The Galveston County soils series include Aris, Bacliff, Bernard, Bernard-Edna, Edna, Edna-Aris, Kemah, Lake Charles, Lake Charles-Urban, Leton, Leton-Aris, Mocarey, Mocarey-Algoa, Mocarey-Cieno, Morey, Morey-Leton, Pits, Vamont, and Verland soil series. Generally, these 20 soil series consist of nearly level to gently sloping, somewhat poorly drained to poorly drained, loamy to clayey soils.

The specific soil types, including a description and a hydric and prime farmland classification, that occur within the proposed SH 99 Segment B study area are shown in Appendix A of this EIS. In addition, the soil types and prime farmland are depicted on Exhibit 3-3.

3.2.3 Farmlands The Farmland Protection Policy Act (FPPA), Subtitle I of Title XV of the Agricultural and Food Act of 1981, Public Law 97-98, provides protection to prime and unique farmlands, all of which are classified into four distinct types. The four types of farmland as defined in the FHWA Technical Advisory T6640.8A are: 1) prime, 2) unique, 3) other than prime or unique and of statewide importance, and 4) other than prime or unique that is of local importance (FHWA 1987).

The purpose of the FPPA is to minimize the extent to which federal programs contribute to the unnecessary and irreversible conversion of prime, unique, and other farmlands of statewide or local importance to non-agricultural uses. According to the NRCS, there are no unique farmlands or farmlands of local importance in Texas. There are, however, prime farmlands and farmlands of statewide importance, which are discussed below.

Affected Environment 3-7 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Prime farmland soils, as defined by the U.S. Department of Agriculture, are soils that are best suited to producing food, feed, forage, and oilseed crops. Such soils have properties that are favorable for the production of sustained high yields. Prime farmland soils typically produce the highest yields with a minimum of input of energy and economic resources, and farming these soils has been found to keep damage to the environment at a minimum.

Prime farmland soils may presently be in use as cropland, pasture, or woodland, or they may be in other uses. The soils either are used for producing food or fiber or are available for these uses. Urban or built- up land, public land, and water areas cannot be considered prime farmland. Urban or built-up land is any contiguous unit of land 10 acres or more in size that is used for such purposes as housing, industrial, and commercial sites, sites for institutions or public buildings, small parks, golf courses, cemeteries, railroad yards, airports, sanitary landfills, sewage treatment plants, and water control structures. Public land is land not available for farming in national forests, national parks, military reservations, and state parks.

Most of the soils within the proposed SH 99 Segment B study area are either in Capability Class II or III, which the NRCS considers potentially subject to the FPPA. Direct prime farmland impacts result from acquiring prime farmland for additional ROW and converting it from farmland to transportation use. A soil mapping unit listing obtained from the NRCS that identifies prime farmland soils in Brazoria and Galveston counties was used to identify the prime farmland soils listed in Appendix A of this EIS. All of these prime farmland soil areas are subject to the FPPA.

3.2.3.1 Farmlands of Statewide Importance The following is a list of farmlands of statewide importance for Brazoria and Galveston counties, which was obtained from the NRCS.

Brazoria County:  Edna fine sandy loam (0 to 1 percent slopes)  Edna fine sandy loam (1 to 5 percent slopes)  Edna-Aris complex  Morey silt loam

Galveston County:  Edna fine sandy loam  Kemah (0 to 1 percent slopes)  Kemah (1 to 3 percent slopes)  Leton-Lake Charles complex

Affected Environment 3-8 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Morey silt loam (0 to 1 percent slopes)  Stowell-Leton complex (0 to 2 percent slopes)  Verland silty clay loam

Of the 11 soils listed as Statewide Important Farmland, a total of eight soils occur within the proposed SH 99 Segment B study area. These include all four soils listed above for Brazoria County, as well as Edna fine sandy loam, Kemah silt loam (0 to 1 percent slopes), Morey silt loam (0 to 1 percent slopes), and Verland silty clay loam for Galveston County.

The total score for the seven Alternative Alignments has not been determined at this time. Currently corridor assessments from Part VI range from 92 to 106. Therefore, coordination with the NRCS for impacts to farmlands will continue, and the completed NRCS-CPA-106 forms will be appended to this DEIS.

3.3 SOCIAL CHARACTERISTICS 3.3.1 Population Characteristics 3.3.1.1 Population The proposed SH 99 Segment B is located within Brazoria and Galveston counties, which are part of the eight-county Houston-Galveston-Brazoria County Consolidated Metropolitan Statistical Area (CMSA). This CMSA consists of Brazoria, Chambers, Fort Bend, Galveston, Harris, Liberty, Montgomery, and Waller counties (Exhibit 3-4). These same eight counties comprise the Houston-Galveston TMA. According to the U.S. Census Bureau, the population within the CMSA increased from approximately 3.7 million in 1990 to 4.7 million in 2000, a 26 percent increase (U.S. Census Bureau 2000). Continued population growth is predicted within the CMSA and Brazoria and Galveston counties, as shown in Table 3-2.

TABLE 3-2 PROJECTED POPULATION GROWTH FROM 2005 TO 2025 Percent Percent Annual Population Area Change Growth Rate 2005- University of University 20252 20253 H-GAC H-GAC 20071 Houston of Houston Houston-Galveston- 5,485,720 7,219,400 7,662,000 31.6% 39.7% 1.54% 1.87% Brazoria CMSA Brazoria County 284,363 407,174 339,000 43.2% 19.2% 2.01% 0.98% Galveston County 279,604 370,355 345,000 32.5% 23.4% 1.57% 1.17%

Notes: CMSA = Consolidated Metropolitan Statistic Area; H-GAC = Houston-Galveston Area Council. Sources: 1 U.S. Census Bureau 2009; 2 University of Houston 2003; 3 H-GAC 2003.

Affected Environment 3-9 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The proposed SH 99 Segment B Study Team recognized the need to involve recognized experts and knowledgeable members of the community in the forecasting of population, employment, and land use in the study area. The individuals listed below were contacted and accepted the invitation to participate in the Expert Work Group to provide input in the forecasts developed, particularly in land use forecasting (also see Section 4.1).

 Gerald Roberts, Brazoria County Engineer  Charles Harrington, Director of Planning and Development, League City  Paul Horn, City Manager, City of Alvin  Karen Capps, Economic Development Coordinator, City of Friendswood  Dr. Ned Levine, Transportation Program Coordinator, H-GAC  Carol Nixon, Director of Advanced Transportation Planning, TxDOT  Mike Fitzgerald, Galveston County Engineer  Jackie Stewart, City of Alvin Economic Development Foundation  Ron Mercer, Alvin-Manvel Economic Development Council  Tedd Olkowski, Galveston County Economic Development Alliance

Additional members of the Expert Work Group included Barton Smith, Professor of Economics and Director of the Institute for Regional Forecasting at the University of Houston, and Tom Northrup, Northrup Associates, Inc., a Houston-area land planning and real estate consultant. The Expert Work Group agreed on the methodology for demographic forecasting and participated in the development of land use projections for the No-Build Alternative and Build Alternative.

Barton Smith conducted a study to determine baseline 2004 and projected 2025 total households and total employment within the Social Economic Study Area with and without the proposed SH 99 Segment B. As described in the study, the RAZ and TAZ household and employment data and forecasts are generally consistent with H-GAC’s forecasts (released in 2003) and year 2000 Census data (Appendix B of this EIS). Population data provided by the University of Houston for 2025 is less than forecasted by the H- GAC aggressive population growth scenario for the CMSA, but forecasted greater population growth for Brazoria and Galveston counties. Forecasted growth rates from the University of Houston are generally consistent with H-GAC’s aggressive population scenario growth rates. The 2004 and projected 2025 total households and employment for the Social Economic Study Area without the proposed SH 99 Segment B serves as a baseline to which the effects of the seven Alternative Alignments can be compared. The proposed SH 99 Segment B’s Social Economic Study Area for population and employment growth is

Affected Environment 3-10 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South shown on Exhibit 3-1. The projected growth in households and employment under each alternative, including the No-Build Alternative, is discussed in Chapter 4.

Population growth (as indicated by an increase in the number of households) and total employment are primary demographic and economic indicators for travel demand, which is defined as the number, purpose, and type of trips. Between 2004 and 2025, it is estimated that without the proposed SH 99 Segment B the number of households within the Social Economic Study Area will increase from 74,005 to 125,078, and employment will increase from 46,675 to 91,837 (University of Houston 2003). As shown in Table 3-3, the predicted percent increase in the number of households and total employment within the Social Economic Study Area by year 2025 is higher than that of Brazoria and Galveston counties. This indicates that much of the growth (50 percent or more) within the two counties will occur within the Social Economic Study Area.

TABLE 3-3 INCREASE IN NUMBER OF HOUSEHOLDS AND TOTAL EMPLOYMENT BY YEAR 2025 Households Percent Employment Percent Geographic Area 2004 2025 Change 2004 2025 Change Houston- Galveston- 1,641,0001(a) 2,474,000(a) 50.8% 2,252,1021(b) 3,560,463(b) 58.1% Brazoria CMSA Brazoria County (b) 88,738 134,829 51.9% 79,877 126,040 57.8% Galveston County(b) 100,963 142,277 29.0% 97,206 142,062 46.1% Social Economic 74,005 125,078 69.0% 46,675 91,837 96.7% Study Area (b)

Notes: 1Year 2000 data was used since 2004 data was not available. CMSA = Consolidated Metropolitan Statistic Area. Sources: (a)H-GAC 2003; (b)University of Houston 2003.

It is expected that future population growth within the CMSA will progress in a manner consistent with national suburban growth trends, where jobs follow population growth to the extent that suburban areas become self-contained, with their own residential, retail, and employment centers. According to H-GAC forecasts, the most dramatic employment growth rates within the CMSA would occur in rapidly urbanizing areas adjacent to Harris County such as northern Brazoria and Galveston counties (H-GAC 2002).

3.3.1.2 Demographics Table 3-4 provides the 2000 Census population, 2005-2007 Census ACS population estimates, and the racial/ethnic distribution for Brazoria and Galveston counties and for the incorporated cities that are completely or partially located in the study area. The racial/ethnic distribution is similar between Brazoria and Galveston counties, where 34.6 and 36.9 percent of the population within each respective county is

Affected Environment 3-11 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South classified as minority. The percent minority within the cities listed in Table 3-4 is generally consistent with, or lower than, that of Brazoria and Galveston counties (U.S. Census Bureau 2000 and 2009).

TABLE 3-4 POPULATION AND DEMOGRAPHICS WITHIN THE STUDY AREA Race/Ethnicity by Percent 2005-2007 of Total Population (%) Geographic 2000 Percent Population Area 1 Population (Estimation) Minority(%) Black Asian Other White Hispanic County Brazoria 241,767 284,363 65.4 22.8 8.3 2.0 1.5 34.6 Galveston 250,158 279,604 63.1 18.0 15.3 2.0 1.6 36.9 City Alvin 21,413 22,853 67.3 28.1 2.0 0.8 1.8 32.7 Dickinson 17,093 17,886 61.8 24.9 10.4 1.1 1.8 38.2 Friendswood 29,307 33,979 84.5 8.8 2.7 2.4 1.6 15.5 Hillcrest Village 722 723 92.1 6.0 0.5 0.4 1.0 7.9 Iowa Colony 804 944 60.0 25.1 6.7 7.3 0.9 40.0 League City 45,444 71,222 76.6 13.5 5.1 3.1 1.7 23.4 Liverpool 404 404 87.4 10.0 0.0 0.2 2.4 12.6 Manvel 3,046 6,051 83.3 12.9 2.3 0.5 1.0 16.7 Santa Fe 9,548 10,479 87.5 10.9 0.2 0.2 1.2 12.5

Note: 1Percent minority includes all non-white races and persons of Hispanic origin. Sources: U.S. Census Bureau 2000; U.S. Census Bureau 2009.

A total of 21 Census tracts are located in the proposed SH 99 Segment B study area. The Census tracts and the block groups within the tracts that are traversed by the seven Alternative Alignments are shown on Exhibit 3-5. The population within these 21 tracts totals 126,080 with 29.3 percent of the population being classified as minority, including those persons of Hispanic origin.

The 2000 Census (1999 income data) in addition to the 2005-2007 Census ACS median household income, per capita income, and percent of the population living below the poverty threshold for Brazoria and Galveston counties and the cities within the study area is listed in Table 3-5. The 2000 Census median household income within the 21 Census tracts ranges from a low of $31,495 in Tract 6613.00 in Brazoria County to a high of $97,645 in Tract 7204.00 in Galveston County. Approximately 9.2 percent of the population within the 21 Census tracts lives below the national poverty threshold (U.S. Census Bureau 2000).

Affected Environment 3-12 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 3-5 INCOME CHARACTERISTICS OF THE STUDY AREA COUNTIES AND CITIES

Median Median Per Per Percent Population Geographic Household Household Capita Capita Living Below Area Income(a) Income(b) Income(a) Income(b) Poverty Threshold1

County Brazoria County $48,632 $58,583 $20,021 $25,946 10.1% Galveston $42,419 $51,885 $21,568 $26,204 13.2% County City Alvin $41,984 N/A $19,785 N/A 13.3% Dickinson $69,384 N/A $28,615 N/A 13.1% Friendswood $63,889 N/A $25,055 N/A 3.3% Hillcrest $47,019 N/A $18,935 N/A 5.0% Iowa Colony $67,838 N/A $27,170 N/A 6.1% League City $48,750 N/A $19,492 N/A 4.8% Liverpool $57,344 N/A $23,751 N/A 6.6% Manvel $47,550 N/A $20,396 N/A 3.0% Santa Fe $48,632 N/A $20,021 N/A 6.5%

Notes: 1The average poverty threshold for a family of four people in 1999, as defined by the U.S. Census Bureau, was a total annual household income of $17,029. The poverty guideline for a family of four people in 2000, as defined by the U.S. Department of Health and Human Services, was a total annual household income of $17,050, which increased to $23,050 in 2012. N/A = not-available. Sources: U.S. Department of Health and Human Services 2012; (a)U.S. Census Bureau 2000; (b)U.S. Census Bureau 2009.

3.3.2 Housing, Neighborhoods, and Community Cohesion 3.3.2.1 Housing Between the 2000 and 2007 ACS, the number of housing units and vacancy rate increased within the CMSA and Brazoria and Galveston counties (U.S. Census Bureau 2000 and 2009). Table 3-6 lists the total number of housing units and the housing vacancy rates within the CMSA and the two counties for the Census years 2000 and 2005-2007.

Affected Environment 3-13 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 3-6 TOTAL HOUSING UNITS AND VACANCY RATE IN 2000 AND 2005 - 2007 2000 2005-2007(a) Housing Geographic Area Total Housing Vacancy Total Housing Vacancy Unit Units Rate Units Rate Increase1 Houston-Galveston- 1,777,902 7.8% 2,101,436 11.6% 18.2% Brazoria CMSA Brazoria County 90,628 9.6% 109,225 10.5% 20.5% Galveston County 111,733 15.2% 128,341 18.0% 14.9%

Notes: 12000 through 2007; CMSA = Consolidated Metropolitan Statistic Area. Sources: U.S. Census Bureau 2000; (a)U.S. Census Bureau 2009.

In 2000, the median price of a home in Brazoria and Galveston counties was $104,000 and $130,200, respectively, with an average price of $83,400 and $99,800, respectively. In 2008, a total of 1,977 single-family building permits, with an average value of $190,300, were issued in Brazoria County, which is a 53 percent decrease over the total issued five years earlier in 2003. In 2008, a total of 1,517 single-family building permits, with an average value of $182,200, were issued in Galveston County, which is an 80 percent decrease over the total issued five years earlier (TAMU Real Estate Center 2009).

3.3.2.2 Neighborhoods and Community Cohesion The existing named neighborhoods and subdivisions located in close proximity to the seven Alternative Alignments are shown on Exhibit 2-5. The Northern, Northern 2, Central, Central-South, and Southern alternatives are primarily located in rural areas that do not contain dense residential, commercial, retail, or industrial development. The exception to this occurs along a portion of the Central, Central-South, South- New, and Southern 2 alternatives, where the alignments follow the existing SH 35 and SH 35 Bypass, and near the intersection of FM 646 and IH 45 South. The Southern 2 Alternative follows sections of FM 1462, FM 517, and the SH 35 Bypass, which have dense areas of residential and commercial development. The residential neighborhoods along the Central, Central-South, South-New, and Southern 2 alternatives are primarily located between CR 184 and CR 192, and near the intersection of FM 646 and IH 45South (Exhibit 2-5). Along the Northern and Northern 2 alternatives, the residential neighborhood areas are primarily located between SH 6 and CR 529 (Regency Heights, Crestmont, and Heights Acres area) and near SH 35 (Kendall Lakes and Northern Point Trails). The residential neighborhoods along the Southern Alternative are primarily located along CR 163, west of the railroad, between CR 168 and CR 164. As noted, planned residential subdivisions are discussed in Section 3.1.2.

Faith Community Church is located approximately 2,000 feet south of the intersection formed by the Northern and Northern 2 alternatives and FM 528. Three churches, Alvin Lutheran Church, Victorious Living Christian Center, and Kingdom Hall of Jehovah’s Witnesses Church, are within the ROW of the

Affected Environment 3-14 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Southern 2 Alternative. ACC and the Thelma Ley Anderson Family Young Men’s Christian Association (YMCA) are located adjacent to the Central, Central-South, and South-New alternatives. The Alvin Volunteer Fire Station located at 2700 FM 1462 is partly within the Southern 2 Alternative and would require relocation. Camp Mohawk is located directly adjacent to the Southern and South-New alternatives, and a TxDOT roadside is located within the ROW of the South-New Alternative. There is also a Brazoria County-owned boat ramp, located outside the 400-foot ROW as discussed in Section 3.3.3.5 (Exhibit 3-6). All proposed seven Alternative Alignments would require residential and business relocations. The Southern 2 Alternative would require relocations of three churches and one fire station. However, no schools, hospitals, cemeteries, parks, libraries, police stations, or other public/community facilities would require relocation under any of the proposed seven Alternative Alignments.

3.3.3 Social and Community Resources Social and community resources and facilities, which include schools, police and fire stations, hospitals, churches, cemeteries, and park and recreational areas were identified through a compilation of existing mapping sources, aerial photography, limited field reconnaissance surveys, and information provided by local and State agencies and organizations. Community resources and facilities that are located in close proximity to the seven Alternative Alignments are shown on Exhibit 3-6.

3.3.3.1 Schools The proposed SH 99 Segment B study area includes six independent school districts (ISD), Alvin, Angleton, Friendswood, Santa Fe, Clear Creek, and Dickinson ISDs, as shown on Exhibit 3-6. The Alvin ISD contains two schools, Longfellow Elementary School and Mark Twain Primary School, within 0.5 mile of the Central, Central-South, Southern 2, and South-New alternatives. The Alvin ISD also has three schools within 0.5 mile of the Southern 2 Alternative west of SH 35, Alvin Junior High School, Alvin Primary School, and Alvin Elementary School. Dickinson ISD has one school, Bay Colony Elementary School, within approximately 0.5 mile from the common segment of the seven Alternative Alignments west of IH 45 South. ACC is located adjacent to SH 35. The ACC main campus building is located within 1,200 feet (0.22 mile) of the Central, Central-South, and South-New alternatives. The Nolan Ryan Center, associated with ACC, is located west of the main ACC building directly adjacent to SH 35 and within 25 feet of the Central, Central-South, and South-New alternatives. The Alvin ISD Agricultural Complex is located approximately 825 feet (0.16 mile) north of the Central-South Alternative, adjacent to CR 172. The limits of Clear Creek ISD extend a short distance into six of the seven Alternative Alignments. Victory Lakes Intermediate School, located within the Clear Creek ISD, is approximately 1,800 feet (0.34 mile) north of the proposed terminus of the Alternative Alignments at IH 45 South. Bay Colony

Affected Environment 3-15 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Elementary School in the Dickinson ISD is located approximately 2,800 feet (0.53 mile) south of the proposed terminus of the proposed Seven Alternative Alignments at IH 45 South. The Angleton, Dickinson, Friendswood, and Santa Fe ISDs have no schools within 0.5 mile of the proposed seven Alternative Alignments.

3.3.3.2 Police Protection, Fire Protection, and Medical Services The seven Alternative Alignments are primarily located within rural areas. Areas outside of incorporated city limits are served by the Brazoria County and Galveston County Sheriffs’ Departments. The League City, Friendswood, and Alvin Police Departments serve the incorporated areas that the Alternative Alignments traverse. There are no police stations located directly adjacent to any of the proposed seven Alternative Alignments.

The proposed SH 99 Segment B study area is served by six volunteer fire departments (VFD), Alvin, Friendswood, League City, Iowa Colony, Dickinson, and Manvel VFDs. The Alvin VFD serves a 100-square-mile area and operates three fire stations, all within the study area. Fire Station No. 1 is located at 302 West House Street, and Fire Station No. 2 is located at 110 Medic Lane. The third station is located at 2700 FM 1462, partly within the ROW of the Southern 2 Alternative (Alvin VFD 2009). The Friendswood VFD operates four fire stations, and one of these fire stations is within the study area located at 2605 West Parkwood (FM 528) (Friendswood VFD 2009). The League City VFD operates five fire stations, and Fire Station No. 5, located at 2898 Bay Creek Drive, is within the eastern portion of the study area (League City VFD 2009). The Iowa Colony VFD serves the western portion of the study area, operating a single fire station east of SH 288 on CR 63 (Iowa Colony VFD 2009). The Dickinson VFD operates two fire stations, one within the study area. Fire Station No. 2 serves the eastern portion of the study area and is located at 221 FM 517 West (Dickinson VFD 2009). The Manvel VFD and emergency medical services (EMS) are located outside the proposed SH 99 Segment B study area at 1128 Masters Road but are located approximately 0.5 mile from the Northern 2 Alternative. Only the Alvin VFD located 2700 FM 1462 is located directly adjacent to any of the seven Alternative Alignments.

Alvin Community Hospital is the closest emergency care center to all seven Alternative Alignments. The closest full service hospital is Clear Lake Regional Hospital, located in the City of Webster. Ambulance service in the greater Alvin area is provided by the Alvin EMS (Alvin EMS 2003). The Alvin EMS is staffed by two full-time employees, 13 part-time paramedics, and 25 Emergency Medical Technicians (City of Alvin 2009). Friendswood and League City EMS serve the eastern portion of the proposed SH 99 Segment B study area. There are no EMS facilities located directly adjacent to any of the proposed seven Alternative Alignments.

Affected Environment 3-16 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

3.3.3.3 Churches Three churches, Alvin Lutheran Church, Victorius Living Christian Center, and Kingdom Hall of Jehovah’s Witnesses Church, are within the proposed ROW of the Southern 2 Alternative (Exhibit 3-6). Six churches were identified in the immediate vicinity of the other six Alternative Alignments (Exhibit 3-6). Alvin Bible Church is located approximately 3,300 feet west of Alvin Lutheran Church and approximately 300 feet north of the Southern 2 Alternative on Rowan Burton, or CR 178. Faith Community Church is located on Fox Meadow Drive (off of FM 528, north of Victory Lane), approximately 2,000 feet south of the Northern and Northern 2 alternatives. Living Stones Church and Park are located south of Faith Community Church at the corner of Victory Lane and Clifford Road, approximately 2,500 feet south of the Northern and Northern 2 alternatives and approximately 2,500 feet north of the Central, Central-South, and South-New alternatives. The Iglesia Filadelfia Christiana Church is located approximately 900 feet northwest of the Central, Central-South, and South-New alternatives. St. John the Baptist Catholic Church is located at 110 East South Steet in the City of Alvin and is approximately 2,300 feet north of Central, Central-South, Southern 2, and South-New alternatives. Chocolate Bayou Baptist Church is approximately 1,700 feet southeast of the Southern Alternative on FM 2917. No churches or other places of worship were identified in the immediate vicinity of the seven Alternative Alignments.

3.3.3.4 Cemeteries No cemeteries were identified in the immediate vicinity of the Northern, Northern 2, and Southern alternatives. Two cemeteries were identified in close proximity to the Central, Central-South, Southern 2, and South-New alternatives, the Confederate Cemetery and Oak Park Cemetery (Exhibit 3-6). The boundaries of the Confederate Cemetery are within 30 to 50 feet of the SH 35 frontage roads, near the Central, Central-South, South-New, and Southern 2 alternatives. The Cemetery is a burial ground for Civil War veterans and their families and is believed to contain 36 graves of Confederate veterans, one being that of Alvin Morgan, the man for whom the City of Alvin is named. After an increase in acreage, use of the Cemetery was extended to the public. Veterans of four wars and victims of the 1900 hurricane, as well as prominent civic leaders, are buried at this Cemetery. A historical marker was placed at the cemetery in 1968 (Alvin-Manvel Chamber of Commerce 2003; THC 2003).

Oak Park Cemetery is located approximately 2,000 feet from the Central, Central-South, Southern 2, and South-New alternatives. This Cemetery was the first cemetery in the City of Alvin and was acquired by the City in 1892. The oldest legible inscription (1889) marks the grave of pioneer and Civil War veteran G.W. Durant. Many early settlers are buried here, as are several victims of the 1900 hurricane. The name

Affected Environment 3-17 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South of the Cemetery was officially changed to Oak Park in 1953, and a historical marker was put in place in 1966 (Alvin-Manvel Chamber of Commerce 2003; THC 2003).

3.3.3.5 Parks and Recreation Several publicly- and privately-owned parks and recreational areas are located within the proposed SH 99 Segment B study area. Seven recreational sites are located directly adjacent to one or more of the seven Alternative Alignments, the Thelma Ley Anderson Family YMCA, the Living Stone Church park, the Nolan Ryan Center, Camp Mohawk, TxDOT SH 35 roadside rest area, Brazoria County Chocolate Bayou boat ramp, and Resoft Park.

The Thelma Ley Anderson Family YMCA, part of the greater Houston YMCA network, is located on a 14.38-acre tract leased from the City of Alvin. This site is adjacent to the Central, Central-South, and South-New alternatives (Exhibit 3-6).

A approximately 28-acre, private park is associated with the Living Stones Church at the corner of Victory Lane and Clifford Road. The park is approximately 2,500 feet south of the Northern and Northern 2 alternatives and 2,500 feet north of the Central, Central-South, and South-New alternatives (Exhibit 3- 6).

The Nolan Ryan Center located on the campus of ACC is also the ACC Continuing Education Center. Approximately one-third of the building is leased to the foundation for use as a baseball exhibit. The Nolan Ryan exhibit is the result of an agreement between ACC and the Nolan Ryan Foundation. The exhibit is a showcase of the baseball career and life of Nolan Ryan. The center includes interactive exhibits and memorabilia in honor of Nolan Ryan (ACC 2003).

Five commercial recreational facilities were identified in the proposed SH 99 Segment B study area, but each would not be directly impacted by any of the seven Alternative Alignments. A water ski school with an associated lake is on CR 121 near the western terminus of five of Alternative Alignments at CR 60. Commercial recreational facilities located in the eastern portion of the study area include Alvin Youth Livestock Area Association Rodeo Grounds, Big League Dreams Park, Bayou Wildlife Park, and Skeeter MX Park. The Alvin Youth Livestock Area Association Rodeo Grounds, located on CR 351 and FM 517, is used for regional youth rodeos throughout the year. Big League Dreams Park, the newest facility in the proposed SH 99 Segment B study area, is a 32-acre privately owned park, with baseball fields and an indoor soccer stadium located on Calder Road. Bayou Wildlife Park is an 86-acre private park with a guided tram tour that allows park visitors to feed and observe exotic wildlife. The Skeeter MX Park is located near the intersection of Algoa Friendswood and Hayes Roads outside the community of Algoa in

Affected Environment 3-18 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South rural Galveston County. This private park is used for recreational dirt bike activities (Texas City Sun 2002).

Section 4(f) and Section 6(f) Lands Section 4(f) of the Department of Transportation Act of 1966 (as amended) states that “The Secretary may approve a transportation program or project requiring use of publicly-owned land of a public park, recreational area, or wildlife/waterfowl refuge, or land of a historic site of National, State, or local significance… only if: 1) there is no prudent and reasonable alternative to such use, and 2) the project includes all possible planning to minimize harm….”

Section 6(f) of the Land and Water Conservation Act requires that recreational facilities that receive U.S. Department of the Interior funding under the Act, as allocated by the TPWD, may not be converted to non-recreational uses unless approval is granted by the director of the .

Resoft Park is located on 80 acres and is owned and maintained by the Brazoria County Parks Department. This park is located approximately 1,335 feet north of the Northern and Northern 2 alternatives (Exhibit 3-6).

Camp Mohawk, owned and maintained by the Brazoria County Parks Department, is located south of the Southern Alternative and directly west of the South-New Alternative. Brazoria County purchased Camp Mohawk in 2001, and it is currently open to the public (Brazoria Parks Commission 2009).

A TxDOT roadside rest area and the Brazoria County Chocolate Bayou boat ramp are located within and adjacent to the proposed ROW of the South-New Alternative on the east side of SH 35, just south of the crossing of Chocolate Bayou. A roadside historical marker is located within the TxDOT rest area (Exhibit 3-6). A short, half-circle drive allows motorist to drive off of SH 35 and view the historic marker and/or access the Chocolate Bayou boat ramp via a short paved road. The boat ramp is approximately 0.2 mile east of SH 35 and accommodates small fishing boats, canoes, etc. The only access to the boat ramp is through the TxDOT rest area. There are no recreational amenities (e.g., picnic tables, pavilions) associated with the rest area or boat ramp, nor are the areas dedicated as parkland. The TxDOT rest area provides a place for motorists to pull over and rest as well as safely view the historic marker. Roadside rest areas are considered to be part of the transportation facility, SH 35 in this case, and the requirements of Section 4(f) of the Department of Transportation Act of 1966 do not apply. The boat ramp property is owned and maintained by Brazoria County and is located outside of the proposed 400-foot ROW corridor of the South-New Alternative.

Affected Environment 3-19 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Upper Texas Coast Site 087 on the Great Texas Coastal Birding Trail is located on the Tom Blakeney Junior (Jr.) Memorial Trail near Business SH 35 (Gordon Street) in the City of Alvin. The trailhead begins near the intersection of Willis Street and Business SH 35 in the City of Alvin located adjacent to the historic railroad depot (Exhibit 3-6). Signs indicating the trail are located near the intersection of South Street and SH 35 and near the intersection of Willis Street and Business SH 35. Bird watchers can follow the trail system to identify and observe various bird species (Alvin Parks Department 2003).

There are a number of existing and proposed hike and bike trails located within the proposed SH 99 Segment B study area. One designated bicycling lane, which is located along FM 1462, was identified within the study area (see also Section 3.5). The Tom Blakeney Jr. Memorial Trail is located within the City of Alvin, following Mustang Bayou with a bridge crossing the bayou. The City of Alvin plans to extend the trail as funding becomes available (City of Alvin 2009b). A hike and bike network is currently being planned within the City of League City. Several of the proposed hike and bike trails are within the study area (City of League City 2003a). The proposed hike and bike trails in the City of League City are north of the common segment of all seven Alternative Alignments, west of IH 45 South (Exhibit 3-6). The trails are also discussed in Section 3.5.

In addition to the above mentioned parks and recreational areas within the proposed SH 99 Segment B study area, there is also a recently deeded property, which is shown on Exhibit 3-6 as “City Owned Land,” located west of FM 646. The SH 99 Segment B, as currently proposed, is within the southern boundary of the property. This property was deeded to the League City Patrons of the Park Foundation, by the Bay Colony West PUD, in lieu of a park impact fee. While this land is publicly owned, there are no recreational amenities (e.g., picnic tables, pavilions) associated with the property, nor is it currently accessible to the public (it is gated and fenced). A second agreement between the City of League City and the League City Patrons of the Park Foundation contains a transportation easement on the southern border of the property to accommodate the proposed SH 99 Segment B when determined and designed. Therefore, the requirements of Section 4(f) of the Department of Transportation Act of 1966 do not apply.

3.4 ECONOMICS 3.4.1 Economic Conditions Table 3-7 lists total employment within the various industry sectors in Brazoria and Galveston counties for the first quarter of 2009. In Brazoria County, government; trade, transportation, and utilities; manufacturing; and construction are the largest industry sectors, accounting for almost 70 percent of the total employment in the County. In contrast, the leisure and hospitality sector provides 14 percent of the employment in Galveston County, which is equal to the manufacturing and construction industry sectors

Affected Environment 3-20 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South combined. Government; trade, transportation, and utilities; leisure and hospitality; and manufacturing are the largest industry sectors in Galveston County, accounting for 67 percent of the total employment. federal, State, and local governments provide more jobs in Galveston County (28.2 percent) than in Brazoria County (20.6 percent), although government is the leading industry sector in both counties (Texas Workforce Commission 2009).

TABLE 3-7 EMPLOYMENT BY INDUSTRY IN BRAZORIA AND GALVESTON COUNTIES Number Of Employees (First Quarter of 2009) Industry Sector Brazoria Percent of Galveston Percent of County Total County Total Federal, State, and Local Government 17,674 20.6% 25,667 28.2% Trade, Transportation, and Utilities 16,649 19.4% 16,398 18.0% Manufacturing 12,396 14.4% 6,226 6.8% Construction 11,290 13.2% 6,746 7.4% Leisure and Hospitality 7,684 8.9% 12,778 14.0% Education and Health Services 6,848 7.9% 8,063 8.9% Professional and Business Services 5,629 6.6% 5,719 6.3% Financial Activities 3,196 3.7% 5,682 6.2% Other Services 2,604 3.0% 2,340 2.6% Natural Resources and Mining 1,193 1.4% 568 0.6% Information 621 0.7% 741 0.8% Unclassified 42 0.2% 57 0.2% Total 85,826 100.0 90,985 100.0

Source: Texas Workforce Commission 2009.

Table 3-8 presents commute characteristics of residents within the CMSA and Brazoria and Galveston counties. The percentage of workers within the two counties that work outside their county of residence is more than double that of the CMSA, where only 18.4 percent of the workers travel outside of their county of residence to work (U.S. Census Bureau 2000 and 2009).

TABLE 3-8 COMMUTE TO WORK CHARACTERISTICS Total Workers And Work Brazoria Galveston CMSA Location County County Total Workers 16 Years and Over1 2,081,607 104,832 112,616 Total Workers 16 Years and Over2 2,508,428 127,603 127,032 Work in Same County as 79.1% 57.6% 58.2% Residence (Not at Home)1 Work in Same County as N/A N/A N/A Residence (Not at Home) 2 Work in Different County as 18.4% 40.3% 39.3% Residence1 Work in Different County as N/A N/A N/A Residence2

Affected Environment 3-21 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Total Workers And Work Brazoria Galveston CMSA Location County County Work at Home1 2.5% 2.1% 2.5% Work at Home2 3.1% 2.4% 2.2%

Notes: CMSA = Consolidated Metropolitan Statistic Area; N/A=not applicable. Sources: 1U.S. Census Bureau 2000; 2 U.S. Census Bureau 2009.

3.4.2 Employment Table 3-9 contains data for the years 1995, 2000, and 2009 for the civilian labor force, total employment, and the unemployment rate in the CMSA and Brazoria and Galveston counties. Employment within the CMSA increased by 24.9 percent between 1995 and 2009, which is substantially higher than Brazoria County and nearly double the employment in Galveston County. Overall, the unemployment rate has increased within the CMSA and Brazoria and Galveston counties; however, the unemployment rate was lower in 2000 than in 1995 and 2009 (Texas Workforce Commission 2003 and 2009).

TABLE 3-9 CIVILIAN LABOR FORCE, TOTAL EMPLOYMENT, AND UNEMPLOYMENT RATE Employment Data Data Set Percent Change 19951 20001 20092 1995-2009 Houston-Galveston-Brazoria CMSA Labor Force 2,226,391 2,403,483 2,854,967 28.2% Employment 2,094,748 2,299,747 2,615,805 24.9% Unemployment Rate 5.9% 4.3% 8.4% 42.4% Brazoria County Labor Force 105,798 106,997 145,884 1.1% Employment 97,945 100,321 132,756 2.4% Unemployment Rate 7.4% 6.2% 9.0% 21.6% Galveston County Labor Force 126,868 119,086 145,265 14.5% Employment 117,321 112,031 132,611 13.0% Unemployment Rate 7.5% 5.9% 8.7% 16.0%

1 2 Notes: Annual Average; As of July 2009; CMSA = Consolidated Metropolitan Statistic Area. Sources: Texas Workforce Commission 2003 and 2009.

The leading occupation category for Brazoria and Galveston counties and the CMSA is management, professional, and related occupations, accounting for 33.8, 36.0, and 36.2 percent of the jobs, respectively. The next leading occupation category is sales and office occupations, accounting for 24 to 26 percent of the jobs, respectively, within the two counties and the CMSA. Regarding class of worker, 79.6, 73.7, and 81.2 percent of the workforce in Brazoria and Galveston counties and the CMSA,

Affected Environment 3-22 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South respectively, work for private employers. Government jobs account for the next largest percentage class of worker, accounting for 12 to 19 percent of the workforce within the two counties and the CMSA, followed by self-employed workers (U.S. Census Bureau 2009a).

3.4.3 Income According to the ACS for the Census, the median household income in the CMSA was $51,685, with a per capita income of $25,701, in 2007 (inflation-adjusted dollars) (U.S. Census Bureau 2009a). Approximately 15.2 percent of the population within the CMSA lives below the national poverty threshold (U.S. Census Bureau 2009a). The 2007 median household income, per capita income, and percent of the population living below the poverty threshold for Brazoria and Galveston counties and the cities within the study area is listed in Table 3-5.

3.4.4 Property Tax Revenues Table 3-10 shows the major taxing jurisdictions within the proposed SH 99 Segment B study area where ROW would be required for the seven Alternative Alignments.

TABLE 3-10 PROPERTY TAX REVENUES AND RATES FOR MAJOR TAXING JURISDICTIONS Net Property Tax 2009 Tax Rate Taxing Jurisdiction Revenues in 2009 (per $100 Valuation) Brazoria County Brazoria County1 $67,325,815 0.285950 City of Alvin 2 $7,099,395 0.803600 Alvin ISD3 $57,799,439 1.328200 Angleton ISD4 $20,978 1.314000 Galveston County Galveston County5 $111,819,095 0.558600 City of Friendswood6 $12,933,644 0.579700 City of League City7 $30,340,097 0.630000 Dickinson ISD8 $33,875,380 1.500000 Friendswood ISD9 $27,044,502 1.367000 Clear Creek ISD10 $202,921,667 1.360000 Santa Fe ISD11 $10,531,764 1.330200

Note: ISD = Independent School District. Sources: 1Brazoria County Tax Office 2009b; 2Brazoria County Tax Office 2009c; 3Brazoria County Tax Office 2009; 4Brazoria County Tax Office 2009a; 5Galveston County Tax Office 2009; 6Galveston County Tax Office 2009b; 7Galveston County Tax Office 2009a; 8Galveston County Tax Office 2009c; 9Friendswood ISD 2009; 10Clear Creek ISD 2009; 11Santa Fe ISD 2009.

3.5 PEDESTRIANS AND BICYCLISTS Bicycle and pedestrian facilities are present within the proposed SH 99 Segment B study area. The H-GAC, which is the intergovernmental regional planning entity, reviews pedestrian and bicycle facilities

Affected Environment 3-23 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South within the study area for consistency with regional planning goals. The H-GAC’s Regional Bicycle and Pedestrian Plan was created to ensure the continued development of bicycle and pedestrian facilities and design guidelines in the Houston-Galveston TMA (H-GAC 1996). The latest plan was incorporated into Appendix B of the 2035 RTP.

A bicycle route identified within the proposed SH 99 Segment B study area, and verified with H-GAC personnel, is located at the Central, Central-South, and South-New alternatives’ proposed intersection with FM 1462 and is located within the proposed ROW of the Southern 2 Alternative (Exhibit 3-6). The bicycle route, a one- lane, is located on the north and south sides of FM 1462 between Sky Ranch Road and the ACC. As shown on Exhibit 3-6, several proposed pedestrian and bicycle facilities were also identified within the proposed SH 99 Segment B study area.

As described in Section 3.3.3.5, the City of Alvin submitted a project for a trail system along Mustang Bayou to be included in the H-GAC Regional Bicycle and Pedestrian Plan. The trail, known as the Tom Blakeney Jr. Memorial Trail, was approved and funded in 1995 through the Intermodal Surface Transportation Efficiency Act. The trail, which is adjacent to Mustang Bayou, begins at the Historic Alvin Train Depot, passes through the National Oak and Prairie Dog Parks, and ends at the Bob S. Owen Public Pool (Exhibit 3-6). The asphalt trail is connected to 7.75 miles of on-street trails and sidewalks that join many schools and parks. The City of Alvin is planning to extend the current trail system when funding becomes available (City of Alvin 2009b). The trail would cross under the Central, Southern 2, Central- South and South-New alternatives.

The H-GAC Regional Bicycle and Pedestrian Plan describes a plan to build 5-foot wide striped bicycle lanes on both sides of FM 528 from the City of Alvin to SH 146 in Galveston County (H-GAC 1996). During field investigations, no striped bicycle lanes were identified near the Northern and Northern 2 alternatives, which cross FM 528 in Galveston County.

As described in Section 3.3.3.5, a hike and bike network is proposed within the City of League City. Several of the proposed hike and bike trails are located within the proposed SH 99 Segment B study area, north of the proposed Northern and Northern 2 alternatives. Three proposed trails located within the study area are identified on Exhibit 3-6 (City of League City 2003a).

The City of Santa Fe and the community of Algoa do not have any existing or proposed hike and bike trails.

Affected Environment 3-24 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

3.6 AIR QUALITY Air pollution may contribute to adverse human health effects and ecosystem degradation. Motor vehicles, industries, construction equipment, and some commercial operations are among the sources of air pollution in the greater Houston area. The main air pollutants emitted from motor vehicles are volatile organic compounds (VOCs), nitrogen oxides (NOx), carbon monoxide (CO), carbon dioxide, particulate matter (PM), and a class of compounds called mobile source air toxics (MSATs). VOCs and NOx can react in the air in sunlight to form ground-level ozone (O3). Because the reactions take place over several hours, maximum concentrations of O3 are often far downwind of the precursor sources. Thus, O3 is a regional problem and not a local condition.

3.6.1 Criteria Pollutants The EPA sets national ambient air quality standards (NAAQS) for seven air pollutants to protect public health and the environment, with an adequate margin of safety. NAAQS exist for the seven pollutants:

CO, O3, nitrogen dioxide (NO2), sulfur dioxide (SO2), particulate matter for both 10 and 2.5 microns and less (PM10 and PM2.5), and lead. The Clean Air Act (CAA) amendments of 1990 establishes specific milestones toward attaining the NAAQS, depending on the severity of the air pollution problem in the region.

VOCs in motor vehicle emissions are created by incomplete combustion. Some of these VOCs contribute to O3 and smog formation, while others, such as benzene and formaldehyde, are toxic or carcinogenic. Trucks and older cars emit much more VOCs than newer cars.

NOx are created inside the combustion chambers of motor vehicles when, under high heat and pressure, nitrogen molecules in air are split into reactive nitrogen atoms, which then combine with oxygen. NOx also react with oxygen and VOCs in the atmosphere to form O3and smog. Motor vehicles produce the least emissions of NOx per mile between 20 and 30 mph. NOx emissions per mile increase as vehicles go slower or faster, so simply increasing or decreasing average traffic speed can increase NOx emissions.

CO is a very reactive gas that can cause asphyxiation. Because of its high reactivity, it does not persist in the air long after it is emitted, and therefore CO is a local problem where it occurs. A prior TxDOT modeling study demonstrated that it is unlikely that a carbon monoxide standard would ever be exceeded as a result of any project with an average annual daily traffic below 140,000 VPD. For the proposed SH 99 Segment B completion date of 2023 and the design year of 2035, the average annual daily traffic projections for the proposed SH 99 Segment B do not exceed 140,000 VPD; therefore a Traffic Air Quality Analysis was not required.

Affected Environment 3-25 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

PM consists of tiny particles that are emitted by vehicle engines (especially the diesel engines of trucks), brake pads, tires, and other moving parts of motor vehicles. These particles contribute to smog and haze, and are dangerous to human health, especially to people with respiratory conditions. The EPA provides health criteria for particles smaller than 10 microns (about one-seventh the width of a human hair) and for particles smaller than 2.5 microns.

The NAAQS for the seven pollutants are listed in Table 3-11.

TABLE 3-11 NATIONAL AMBIENT AIR QUALITY STANDARDS Primary/ Pollutant Averaging Secondary Level Form Final Rule Cite Times Standards Carbon Monoxide 8-hour 9 ppm Not to be exceeded more than once [76 FR 54294, Aug 31, Primary per year 2011] 1-hour 35 ppm Lead Rolling 3- Primary and .15 [73 FR 66964, Nov 12, Month 3(1) Not to be exceeded Secondary µg/m 2008] Average 98th percentile, averaged over 3 Nitrogen Dioxide Primary 1-hour 100 ppb years [75 FR 6474, Feb 9, 2010] Primary and [61 FR 52852, Oct 8, 1996] Annual 53 ppb(2) Annual Mean Secondary Ozone (O ) Annual fourth-highest daily 3 Primary and 0.075 [73 FR 16436, Mar 27, 8-hour (3) maximum 8-hr concentration, Secondary ppm 2008] averaged over 3 years 15.0 Annual mean, averaged over 3 Particulate Matter (PM ) Annual 3 2.5 Primary and µg/m years [71 FR 61144, Oct 17, Secondary 35.0 98th percentile, averaged over 3 2006] 24-hour µg/m3 years

Particulate Matter (PM ) 150 10 Primary and Not to be exceeded more than once [71 FR 61144, Oct 17, 24-hour µg/m335 Secondary per year on average over 3 years 2006] µg/m3 99th percentile of 1-hour daily Sulfur Oxides Primary 1-hour 75 ppb(4) maximum concentrations, [38 FR25678, Sept 14, averaged over 3 years 1973 Not to be exceeded more than once Secondary 3-hour 0.5 ppm per year

Notes: ppb = parts per billion; ppm = parts per million; µg/m3 = microgram per cubic meter; FR = federal register. (1) Final rule signed October 15, 2008. The 1978 lead standard (1.5 µg/m3 as a quarterly average) remains in effect until one year after an area is designated for the 2008 standard, except that in areas designated nonattainment for the 1978, the 1978 standard remains in effect until implementation plans to attain or maintain the 2008 standard are approved.

(2) The official level of the annual NO2 standard is 0.053 ppm, equal to 53 ppb, which is shown here for the purpose of clearer comparison to the 1-hour standard.

Affected Environment 3-26 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

(3) Final rule signed March 12, 2008. The 1997 ozone standard (0.08 ppm, annual fourth-highest daily maximum 8-hour concentration, averaged over 3 years) and related implementation rules remain in place. In 1997, EPA revoked the 1-hour ozone standard (0.12 ppm, not to be exceeded more than once per year) in all areas, although some areas have continued obligations under that standard (“anti-backsliding”). The 1-hour ozone standard is attained when the expected number of days per calendar year with maximum hourly average concentrations above 0.12 ppm is less than or equal to 1.

(4) Final rule signed June 2, 2010. The 1971 annual and 24-hour sulfur dioxide (SO2) standards were revoked in that same rulemaking. However, these standards remain in effect until one year after an area is designated for the 2010 standard, except in areas designated nonattainment for the 1971 standards, where the 1971 standards remain in effect until implementation plans to attain or maintain the 2010 standard are approved. Source: U.S. EPA 2012.

The EPA delegated authority for monitoring and enforcing air quality regulations in Texas to the TCEQ Office of Air Quality. The TCEQ may adopt other, more stringent, air quality standards than those of the EPA; however, the TCEQ observes the same air quality standards as the EPA.

Motor vehicles are the primary source of air pollution emissions associated with the proposed SH 99 Segment B. The impact of such emissions varies with the region’s total CO emissions from motor vehicles, weather conditions, and topography of the region. In addition to CO, motor vehicles also produce VOCs and NOx, which can react under certain conditions to form O3. Determining the cause of

O3 through modeling requires long-term meteorological data and detailed area-wide emission rates for all potential sources (industry, business, and transportation).

The EPA designates the status of a county’s ambient air with respect to compliance to the NAAQS. The designations are as follows:

Designations Definition Attainment Meets or is better than requirements Nonattainment Did not meet requirements Unclassifiable Cannot be classified

The proposed SH 99 Segment B is located within Galveston and Brazoria counties, which are part of the Houston-Galveston-Brazoria area and have been designated by the EPA as a severe nonattainment area for O3; therefore, the transportation conformity rule does apply.

The EPA regulations require that a nonattainment area demonstrate that its RTP and TIP conform to the intent of the SIP to attain the 8-hour O3 standard by the year 2019. Under the regulations, added capacity projects may advance to construction only if they are part of the RTP and TIP, which has been determined to conform to the SIP. The proposed SH 99 Segment B is included in the H-GAC’s 2035 RTP Update and 2011-2014 TIP, as amended (Appendix C of this EIS). FHWA/FTA found the fiscally constrained 2035

Affected Environment 3-27 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

RTP Update to conform to the SIP on January 25, 2011, and the 2011-2014 TIP to conform on February 1, 2011.

Existing background CO concentrations, attributable to emissions in the general community and to CO transported into that community, for the vicinity of the proposed SH 99 Segment B study area are estimated to be 4.5 and 2.8 parts per million (ppm) for the existing 1-hour and 8-hour concentrations, respectively. These estimated background CO concentrations were obtained from TxDOT’s 2006 Air Quality Guidelines. TCEQ has several Continuous Air Monitoring Stations (CAMS) located throughout the State that monitor air quality in Texas. These sites measure different parameters such as, but not limited to, CO, NOx, NO2, and O3. The closest stations to the proposed SH 99 Segment B project area that measure CO are CAMS C35 and C403, which are located on Durant Street in Deer Park and Clinton Drive in Houston, respectively. For the month of December 2009, these stations measured an average 0.20 ppm and 0.30 ppm, respectively, for existing 1-hour CO concentrations, which are below the NAAQS and the 4.5 ppm for 1-hour background concentrations obtained from TxDOT’s 2006 Air Quality Guidelines.

3.6.2 Mobile Source Air Toxics (MSATs)1 Controlling air toxic emissions became a national priority with the passage of the CAA amendments of 1990, whereby Congress mandated that the EPA regulate 188 air toxics, also known as hazardous air pollutants (HAP). The EPA has assessed this expansive list in their latest rule on the Control of Hazardous Air Pollutants from Mobile Sources (Federal Register [FR], Vol. 72, No. 37, page 8430, February 26, 2007) and identified a group of 93 compounds emitted from mobile sources that are listed in their Integrated Risk Information System (IRIS) (http://www.epa.gov/ncea/iris/index.html). In addition, EPA identified seven compounds with significant contributions from mobile sources that are among the national and regional-scale cancer risk drivers from their 1999 National-Scale Air Toxics Assessment (http://www.epa.gov/ttn/atw/nata1999/). These are:  Acrolein,  Benzene,  1,3-butadiene,  Diesel particulate matter (DPM) plus diesel exhaust organic gases,  Formaldehyde,

1 A majority of Section 3.6.2 is from TxDOT’s 2006 Air Quality Guidelines (TxDOT 2006).

Affected Environment 3-28 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Naphthalene, and  Polycyclic organic matter.

While FHWA considers these the priority MSATs, the list is subject to change and may be adjusted in consideration of future EPA rules. Air toxics analysis is a continuing area of research. While much work has been done to assess the overall health risk of air toxics, many questions remain unanswered. In particular, the tools and techniques for assessing project-specific health outcomes as a result of lifetime MSAT exposure remain limited. These limitations impede the ability to evaluate how the potential health risks posed by MSAT exposure should be factored into project-level decision-making within the context of NEPA.

Nonetheless, air toxics concerns continue to be raised on highway projects during the NEPA process. Even as the science emerges, we are duly expected by the public and other agencies to address MSAT impacts in our environmental documents. The FHWA, EPA, the Health Effects Institute, and others have funded and conducted research studies to try to more clearly define potential risks from MSAT emissions associated with highway projects. The FHWA will continue to monitor the developing research in this emerging field.

3.6.2.1 Health Effects of Air Toxics In FHWA's view, information is incomplete or unavailable to credibly predict the project-specific health impacts due to changes in MSAT emissions associated with a proposed set of highway alternatives. The outcome of such an assessment, adverse or not, would be influenced more by the uncertainty introduced into the process through assumption and speculation rather than any genuine insight into the actual health impacts directly attributable to MSAT exposure associated with a proposed action.

The EPA is responsible for protecting the public health and welfare from any known or anticipated effect of an air pollutant. They are the lead authority for administering the CAA and its amendments and have specific statutory obligations with respect to HAPs and MSAT. The EPA is in the continual process of assessing human health effects, exposures, and risks posed by air pollutants. They maintain the IRIS, which is "a compilation of electronic reports on specific substances found in the environment and their potential to cause human health effects" (EPA, http://www.epa.gov/ncea/iris/index.html). Each report contains assessments of non-cancerous and cancerous effects for individual compounds and quantitative estimates of risk levels from lifetime oral and inhalation exposures with uncertainty spanning perhaps an order of magnitude.

The following toxicity information for the six prioritized MSATs was taken from the IRIS database

Affected Environment 3-29 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

“Weight of Evidence Characterization” summaries and represents the agency’s most current evaluations of the potential hazards and toxicology of these chemicals or mixtures.

 Acrolein: Under the Draft Guidelines for Carcinogen Risk Assessment, the potential carcinogenicity of acrolein cannot be determined because the existing data are inadequate for an assessment of human carcinogenic potential for either the oral or inhalation route of exposure. There are no adequate human studies of the carcinogenic potential of acrolein. Collectively, experimental studies provide inadequate evidence that acrolein causes cancer in laboratory animals.  Benzene: Under the Proposed Guidelines for Carcinogen Risk Assessment, benzene is characterized as a known human carcinogen for all routes of exposure based upon convincing human evidence as well as supporting evidence from animal studies.  1,3-Butadiene: Under the EPA's Draft Guidelines for Carcinogen Risk Assessment, 1,3- butadiene is characterized as carcinogenic to humans by inhalation. This characterization is supported by the total weight of evidence provided by the following: 1) sufficient evidence from epidemiologic studies of the majority of U.S. workers occupationally exposed to 1,3-butadiene, either to the monomer or to the polymer by inhalation, showing increased lymphohematopoietic cancers and a dose-response relationship for leukemia in polymer workers; 2) sufficient evidence in laboratory animal studies showing that 1,3-butadiene causes tumors at multiple sites in mice and rats by inhalation (see Section II.A.3); and 3) numerous studies consistently demonstrating that 1,3-butadiene is metabolized into genotoxic metabolites by experimental animals and humans (see Section II.A.4). The specific mechanisms of 1,3-butadiene-induced carcinogenesis are unknown. However, the scientific evidence strongly suggests that the carcinogenic effects are mediated by genotoxic metabolites of 1,3-butadiene (i.e., the monoepoxide, the diepoxide, and the epoxydiol).  Diesel Exhaust: Using the EPA's Draft Guidelines for Carcinogen Risk Assessment, diesel exhaust is likely to be carcinogenic to humans by inhalation from environmental exposures.  Formaldehyde (B1 Probable Human Carcinogen): The chronic health hazard assessment for formaldehyde is based on limited evidence in humans and sufficient evidence in animals. Human data include nine studies that show statistically substantial associations between site-specific respiratory neoplasms and exposure to formaldehyde or formaldehyde-containing products. An increased incidence of nasal squamous cell carcinomas was observed in long-term inhalation studies in rats and in mice. The classification is supported by in vitro genotoxicity data and formaldehyde's structural relationships to other carcinogenic aldehydes such as acetaldehyde.

Affected Environment 3-30 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Naphthalene: Using criteria of the 1986 Guidelines for Carcinogen Risk Assessment, naphthalene is classified in Group C, a possible human carcinogen. This is based on the inadequate data of carcinogenicity in humans exposed to naphthalene via the oral and inhalation routes, and the limited evidence of carcinogenicity in animals via the inhalation route. Using the 1996 Proposed Guidelines for Carcinogen Risk Assessment, the human carcinogenic potential of naphthalene via the oral or inhalation routes "cannot be determined" at this time based on human and animal data; however, there is suggestive evidence (observations of benign respiratory tumors and one carcinoma in female mice only exposed to naphthalene by inhalation.  Polycyclic Organic Matter (POM): Cancer is the major concern from exposure to POM. Epidemiologic studies have reported an increase in lung cancer in humans exposed to coke oven emissions, roofing tar emissions, and cigarette smoke. EPA has classified seven polycyclic aromatic hydrocarbons (PAHs) contained in POM as probable human carcinogens.

Because of the limitations in the methodologies for forecasting health impacts described, any predicted difference in health impacts between alternatives is likely to be much smaller than the uncertainties associated with predicting the impacts. Consequently, the results of such assessments would not be useful to decision makers, who would need to weigh this information against project benefits, such as reducing traffic congestion, accident rates, and fatalities plus improved access for emergency response, that are better suited for quantitative analysis.

3.6.2.2 Monitored Levels of MSATs The TCEQ and other local entities operate air quality monitors for the criteria pollutants and air toxics. This network of monitors measures the air quality and determines the levels of the various pollutants in the air. However, not all monitors measure for all criteria pollutants and air toxics. The closest air quality monitors to the proposed SH 99 Segment B study area are eight miles (CAMS 84) and 13 miles (CAMS 100 and CAMS 1022) away as shown in Table 3-12. The official data from these monitors are found on the EPA’s maintained web site (http://www.epa.gov/airdata/). Not all monitors sample for the same pollutants. Of the monitors closest to the proposed SH 99 Segment B study area, only the air toxics 1,3- butadiene and benzene are reported for the CAMS 100 and 1022 locations.

Affected Environment 3-31 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 3-12 MONITOR LOCATIONS IN THE VICINITY OF THE STUDY AREA Distance From EPA Monitor ID Location Preferred MSATs Monitored (TCEQ ID) Alternative 48-039-1004 Brazoria County, 8 miles N/A (CAMS 84) Manvel 48-167-0053 Galveston County, 13 miles 1,3-Butadiene, Benzene (CAMS 100) Texas City 48-167-0005 Galveston County, 13 miles 1,3-Butadiene, Benzene (CAMS 1022) Texas City

Notes: TCEQ=Texas Commission on Environmental Quality; CAMS=Continuous Air Monitoring Station; MSAT=Mobile Source Air Toxic; N/A = not applicable. Sources: U.S. EPA 2012; SH 99 Segment B Study Team.

Figure 3-1 illustrates a 10-year trend (1998-2008) of 1,3-butadiene and benzene mean concentrations (parts per billion or PPb) at the Texas City monitor locations. The results indicate a general downward trend in emission concentrations at these locations. There are currently no NAAQS established for any of the priority MSATs. Thus, the monitored values cannot be compared to any specific standards at this time.

FIGURE 3-1 EPA MONITORED VALUES FOR AIR TOXICS IN THE VICINITY OF THE STUDY AREA (Benzene) 10

9

8

7 (PPb)

6 Billion

Per

5 Parts

4

Concentration 3

2 48‐167‐0005‐45201‐1 48‐167‐0053‐45201‐1 1

0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 Analysis Year

Affected Environment 3-32 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

(1,3-Butadiene) 2

1.5 48‐167‐0005‐43218‐1 (PPb)

48‐167‐0053‐43218‐1 Billion

Per

1 Parts

Concentration

0.5

0 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 Analysis Year

Sources: U.S. EPA 2012; SH 99 Segment B Study Team.

Readers are cautioned not to infer a qualitative ranking order of geographic areas based on EPA AirData reports. Air pollution levels measured near a particular monitoring site may not be representative of the prevailing air quality of a county or urban area. Pollutants emitted from a particular source may have little impact on the immediate geographic area, and the amount of pollutants emitted does not indicate whether the source is complying with applicable regulations.

Readers are cautioned not to infer a qualitative ranking order of geographic areas based on EPA AirData reports. Air pollution levels measured near a particular monitoring site may not be representative of the prevailing air quality of a county or urban area. Pollutants emitted from a particular source may have little impact on the immediate geographic area, and the amount of pollutants emitted does not indicate whether the source is complying with applicable regulations.

3.6.2.3 Sensitive Receptor Analysis Dispersion studies have shown that the “roadway” air toxics start to drop off at about 100 meters. By 500 meters, most studies have found it very difficult to distinguish the roadway from background toxic concentrations in any given area. Sensitive receptors were mapped using the latest geographic information system (GIS) coordinates and the shortest distance to the ROW from the receptor. These sensitive receptors include all schools both public and private, hospitals, licensed daycare facilities, and elderly care facilities. Table 3-13 identifies the sensitive receptors within the proposed SH 99 Segment B study area. Table 3-14 indicates the number of sensitive receptors within 382 feet (100 meters), and 1,640 feet (500 meters) of any of the seven Alternative Alignments.

Affected Environment 3-33 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 3-13 SENSITIVE RECEPTORS IN THE STUDY AREA Map ID Location Address City Zip Code 1 Hood Case Elementary School 1450 Heights Road Alvin 77511 2 G.W. Harby Junior High 1500 Heights Road Alvin 77511 3 Longfellow Elementary School 1300 E. House Street Alvin 77511 4 Alvin Primary School 2401 Westpark Drive Alvin 77511 5 A Childs Place 2755 FM 646 Road W Dickenson 77539 6 Kandiland Daycare 2280 S. Loop 35 Alvin 77511 7 ACC 3110 Mustang Rd Alvin 77511 8 Sunshine Children’s Academy 1475 E. South Street Alvin 77511 9 Alvin Elementary School 1910 Rosharon Road Alvin 77551

Notes: ACC = Alvin Community College Source: SH 99 Segment B Study Team.

TABLE 3-14 SENSITIVE RECEPTORS BY DISTANCE IN THE STUDY AREA Number of Receivers within: Length Alternative (miles) 328 feet (100 1640 feet (500 meters) meters) Northern 23.2 0 3 Northern 2 21.2 0 3 Central 24.8 1 5 Central-South 26.3 1 5 South-New 28.2 1 7 Southern 2 22.6 1 7 Southern 28.2 0 1 Total 4 31

Source: SH 99 Segment B Study Team.

Recent studies have reported that proximity to roadways is related to negative health outcomes, particularly respiratory problems. Most studies have encompassed the full spectrum of both criteria pollutants and other pollutants, including MSATs. Thus, it is difficult to determine whether it is MSATs that are responsible for the health outcomes. The lack of professional consensus on concentration levels needed to impact health is evident. What can be determined fairly consistently amid the research is the tendency for pollutant levels to drop off substantially as the distance from the roadway increases. Pollutant concentration starts to decline most rapidly at approximately 328 feet (100 meters) from the roadway. By 1,640 feet (500 meters), most studies reviewed have found difficulty distinguishing between background levels of a given pollutant and the elevated levels that may have been found directly adjacent to the roadway. Finally, wind direction and speed, vehicle traffic levels, and roadway design can further increase or decrease the distance at which elevated levels of any given pollutant can be distinguished as directly associated with a roadway, as opposed to simply a background concentration of the pollutant.

Affected Environment 3-34 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Sensitive receptors were mapped using the latest GIS coordinates and the shortest distance to the ROW from the receptor. Exhibit 3-6 depicts sensitive receptors that were considered within and adjacent to the proposed SH 99 Segment B study area. These receptors include those facilities most likely to contain large concentrations of the more sensitive population, such as; all public and private schools, hospitals, elder care facilities, and licensed daycare facilities.

3.6.2.4 Proposed SH 99 Segment B-specific MSAT Information Numerous technical shortcomings of emissions and dispersion models and uncertain science with respect to health effects prevent meaningful or reliable estimates of MSAT emissions and effects of the proposed SH 99 Segment B (see Section 4.6.2.5). In Chapter 3 of its Regulatory Impact Analysis (RIA) for the 2007 MSAT rules, the EPA states that there are a number of additional significant uncertainties associated with the air quality exposure and risk modeling. The modeling also has certain key limitations such as the results are most accurate for large geographic areas, exposure modeling does not fully reflect variation among individuals, and non-inhalation exposure pathways and indoor sources are not taken into account. Chapter 3 of the RIA can be found at: http://www.epa.gov/otaq/regs/toxics/fr-ria-sections.htm.

However, it is possible to qualitatively assess the levels of future MSAT emissions under the proposed SH 99 Segment B. Although a qualitative assessment cannot identify and measure health impacts from MSATs, it can give a basis for identifying and comparing the potential differences among MSAT emissions, if any, from the various Alternative Alignments. The qualitative assessment presented below is derived in part from a study conducted by the FHWA entitled A Methodology for Evaluating Mobile Source Air Toxic Emissions Among Transportation Project Alternatives, found at: www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/mobile_source_air_toxics/ msatemissions.cfm

3.6.2.5 Existing MSAT Levels A basic quantitative analysis of the total mass of MSAT emissions from the proposed SH 99 Segment B travel study area was completed. The travel study area used for this analysis includes all major roadways potentially affected by the proposed SH 99 Segment B. The travel study area is generally bounded by IH 45 South to the east, Sam Houston Tollway to the north, SH 288 to the west, and the Harris/Waller County line to the south. A discussion of how total MSAT levels were estimated and the results of the analysis can be found in Section 4.6.2.

Affected Environment 3-35 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

3.6.2.6 MSAT Summary MSATs modeled for the proposed SH 99 Segment B were found to be substantially lower (8 percent less) in the future year (2035) than the base year (2009). It is anticipated that MSATs will continue to improve over time due to dramatic improvements in vehicle technology, fuels, and traffic flow over time.

3.7 NOISE 3.7.1 Characteristics of Noise Sound from highway traffic is generated primarily from a vehicle’s tires, engine, and exhaust, and it is commonly measured in decibels (dB). Sound occurs over a wide range of frequencies. However, not all frequencies are detectable by the human ear; therefore, an adjustment is made to the high and low frequencies to approximate the way an average person hears traffic sounds. This adjustment is called A- weighting and is expressed as dBA. Also, because traffic sound levels are never constant due to the changing number, type, and speed of vehicles, a single value is used to represent the average or equivalent sound level and is expressed as Leq.

3.7.2 Existing Noise Levels Dominant noise sources within the proposed SH 99 Segment B study area include traffic on existing roads, various local activities, and sounds created by animals. On-site, short-term noise level measurements were conducted at 18 sites within the study area, during peak a.m. and p.m. traffic hours using an Integrating Sound Level Meter (Type 2239A). These sites were selected to be representative of noise-sensitive land uses that are most likely to be impacted by the proposed SH 99 Segment B in the study area.

A summary of the 18 noise measurements sites and results are documented in Table 3-15, and the locations are shown on Exhibit 3-6. TABLE 3-15 NOISE MEASUREMENT DATA Noise Level Site Location Description dB(A) Leq Bay Colony Subdivision South of 1 Single-family Residence 53 Magnolia Creek Subdivision west of Friendswood/Algoa 2 Single-family Residence 46 and south of Dickinson Bayou Subdivision on Stuart Road (CR 160) near 3 Single-family Residence 61 Union Pacific Railroad 4 North of SH 6 west of County Line Single-family Residence 72 5 Nolan Ryan Center (Soccer Field) at ACC Soccer Field 56 Oak Colony Subdivision at north end of 6 Single-family Residence 45 Kenny near Camp Mohawk

Affected Environment 3-36 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Noise Level Site Location Description dB(A) Leq Subdivision adjacent to Briscoe Canal 7 Single-family Residence 57 located on CR 179 Subdivision on CR 184 near Kettler Road 8 Single-family Residence 44 (CR 183) Subdivision at Briar Meadows (CR 574), 9 Single-family Residence 55 north of FM 1462 FM 528, east of Brazoria/Galveston 10 County Line and south of Dickinson Single-family Residence 72 Bayou 11 CR 145 near Pearland Sites Road (CR 99) Single-family Residence 59 Old Manvell Road, west of Mentz Lane 12 Single-family Residence 62 and south of AT&SF Railroad Oak Crest Subdivision, south end of Cory 13 Single-family Residence 54 west of Chocolate Bayou Mobile home park south of FM 1462 near 14 Single-family Residence 61 South Texas Water Company Canal CR 511, south of FM 1462 north of CR 15 Single-family Residence 58 172 Subdivision off of CR 172, north end of 16 Single-family Residence 44 Ash Street Southeast corner of SH 35 and CR 192 17 Single-family Residence 69 intersection Southeast of CR 65 and CR 60 18 Single-family Residence 59 intersection

Notes: dB(A) = a-weighted decibel; Leq = equivalent sound level; ACC = Alvin Community College. Source: SH 99 Segment B Study Team

3.8 WATER QUALITY 3.8.1 Surface Water The TCEQ’s Permanent Rules Chapter 307, Texas Surface Water Quality Standards (TSWQS) Subsections 307.2 through 307.10, effective August 17, 2000, presents surface water quality standards that apply to all surface waters in the State. These standards are rules designed to establish goals for water quality throughout the State and provide a basis on which TCEQ regulatory programs can establish reasonable methods to implement and attain those goals for water quality. In compliance with Section 303(d) of the federal Clean Water Act (CWA), the TCEQ identifies water bodies in the State that do not meet the TSWQS. The compilation of these water bodies is called the 303(d) List. The major surface waters of the state are classified in the TSWQS as “segments” for the purposes of water quality management and designation of site-specific standards.

There are 11 surface waters, including creeks, bayous, and a gully, within the boundaries of the proposed SH 99 Segment B study area (Exhibit 2-5). These waters are Mustang Bayou, Dickinson Bayou,

Affected Environment 3-37 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Magnolia Bayou, West Fork of Chocolate Bayou, Chocolate Bayou, Hayes Creek, Austin Bayou, Cedar Creek, Chigger Creek, Magnolia Creek, and Bordens Gully. There are also three channelized water canals located within the limits of the study area, the American Canal, South Texas Water Company Canal, and Briscoe Canal.

Classified water bodies are defined by TCEQ as those listed and described in Appendix A or Appendix C of the TSWQS. Water bodies in the State are grouped into 25 basins, with each basin being assigned a number. The proposed SH 99 Segment B study area is located in Basin 11, the San Jacinto-Brazos Coastal Basin. Dickinson Bayou Above Tidal is classified as Segment 1104 and Chocolate Bayou Above Tidal is classified as Segment 1108. The basin names and segment numbers are taken directly from the TSWQS. Site-specific uses and criteria for classified water bodies are listed, and four general categories for water use are defined in Appendix A of the TSWQS. Segments 1101B, 1103B, 1104, and 1108 are listed on the 2008 Texas Water Quality Inventory (TCEQ 2008a). Segments 1104 and 1108 are freshwater streams and are both designated contact recreation use. Segment 1104 is designated for intermediate aquatic life use and Segment 1108 is designated for high aquatic life use. Unclassified water bodies are included if sufficient historical Storm Water Quality Management data are available for assessment of at least one designated beneficial use. The number assigned to unclassified water bodies includes the root segment into which they drain (e.g., Basin 11). A single letter is attached to the root number as a suffix (e.g., Segment 1101B), beginning with the water body closest to the confluence with the main segment. Chigger Creek (Segment 1101B), a freshwater stream, and Bordens Gully (Segment 1103B), a tidal stream, are two unclassified water bodies located within the study area. These two unclassified streams are tributaries of water segments located outside the study area that do not cross any of the seven Alternative Alignments. The only water body use for the unclassified segments is high aquatic life use. These classified and unclassified segments, located within the proposed SH 99 Segment B study area, are described in Table 3-16.

TABLE 3-16 TEXAS SURFACE WATER QUALITY STANDARDS SEGMENTS WITHIN THE STUDY AREA SH 99 Segment B Segment Description of Surface Water Segment Alternative Alignment Crossings Chigger Creek (unclassified): From the confluence of Clear Creek 1101B Tidal to the Brazos River Authority Canal near CR 143 in Galveston None County Bordens Gully (unclassified): From the confluence with Dickinson 1103B None Bayou Tidal to upstream of Calder Road in Galveston County

Affected Environment 3-38 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SH 99 Segment B Segment Description of Surface Water Segment Alternative Alignment Crossings Dickinson Bayou Above Tidal: From a point 4.0 kilometers (2.5 1104 miles) downstream of FM 517 in Galveston County to FM 528 in All Galveston County Chocolate Bayou Above Tidal: From a point 4.2 kilometers (2.6 1108 miles) downstream of SH 35 in Brazoria County to SH 6 in Brazoria All County

Source: TCEQ 2008.

As previously stated, the TCEQ is required, under Section 303(d) of the CWA, to identify water bodies that do not meet, or are not expected to meet, applicable water quality standards for their designated uses (the “303(d) List”). Some of the streams in the basin are heavily urbanized and receive treated domestic and industrial wastewater as well as agricultural and urban runoff. Segments 1101B, 1103B, and 1104 are listed on the 2008 303(d) List. Water quality concerns for water segments in the study area are listed in Table 3-17.

TABLE 3-17 2008 WATER QUALITY CONCERNS WITHIN THE STUDY AREA

Segment Water Quality Concerns From FM 528 to the confluence with Clear Creek: Frequently elevated Chigger Creek (1101B) bacteria (fecal coliform) densities cause nonsupport of Contact Recreation 1.8-mile section Use. Elevated ammonia-nitrogen levels have resulted in Nutrient Enrichment Concerns. Bacteria (fecal coliform) level exceedances for the entire segment were not Bordens Gully (1103B) supportive of Contact Recreation Use. Depressed dissolved oxygen minimum 2.5-mile section grab levels were noted as fully supporting Aquatic Life Use. However, a screening level concern was noted for dissolved oxygen for this segment. Bacteria (fecal coliform) densities are frequently elevated for the entire Dickinson Bayou segment causing nonsupport of Contact Recreation Use. Depressed dissolved Above Tidal (1104) oxygen levels have resulted in concerns for Aquatic Life Use. Elevated 7-mile section ammonia levels have created a Nutrient Enrichment Concern. Bacteria and Total Dissolved Solids parameters for this segment were Chocolate Bayou removed from the 2000 303(d) List. The Aquatic Life, Contact Recreation, Above Tidal (1108) and General Uses are fully supported. Fish Consumption Use was not 22-mile section assessed.

Source: TCEQ 2008a.

The TCEQ prioritizes water bodies on the 303(d) List to schedule development of a total maximum daily load (TMDL). A TMDL is a technical analysis that determines maximum loadings of a pollutant of concern that a water body can receive and still meet water quality standards, and allocates this allowable loading to different point and non-point pollutant sources in the watershed (H-GAC 2008a). A TMDL will not be scheduled for Segment 1108 because parameters of concern (i.e., Bacteria and Total Dissolved Solids) have been removed from the 303(d) List for this segment. A TMDL is currently underway for

Affected Environment 3-39 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Segment 1103 for depressed dissolved oxygen and has a projected end date of December 2011 (TCEQ 2009). A TMDL is currently underway for Segments 1103 and 1104 for bacteria and has an end date of 2010 (TCEQ 2009a). A TMDL for bacteria has been developed for Segment 1101B (TCEQ 2008b).

3.8.2 Groundwater The Gulf Coast aquifer extends along the Gulf of Mexico from Florida to Mexico. In Texas, the aquifer provides water to all or parts of 54 counties and extends from the Rio Grande River northeastward to the Louisiana-Texas border. The aquifer consists of complex interbedded clays, silts, sands, and gravels of Cenozoic age, which are hydrologically connected to form a large, leaky artesian aquifer system. This system is comprised of four major components consisting of several recognized water-producing formations. The deepest formation is the Catahoula, which contains groundwater near the outcrop in relatively restricted sand layers. Above the Catahoula is the Jasper aquifer, primarily contained within the Oakville Sandstone. The Burkeville confining layer separates the Jasper aquifer from the overlying Evangeline aquifer, which is contained within the Fleming and Goliad sands. The Chicot aquifer, which is the upper component of the Gulf Coast aquifer system, consists of the Lissie, Willis, Bentley, Montgomery, and Beaumont formations, and overlying alluvial deposits.

Aquifer water quality is described in terms of concentrations of dissolved solids, such as chlorides, expressed in milligrams per liter (mg/l) and is classified as fresh (less than 1,000 mg/l), slightly saline (1,000 to 3,000 mg/l), moderately saline (3,000 to 10,000 mg/l), and very saline (10,000 to 35,000 mg/l). Water quality is generally good in the shallower portion of the aquifer. Groundwater containing less than 500 mg/l dissolved solids is usually encountered to a maximum depth of 3,200 feet in the aquifer from the San Antonio River Basin northeastward to Louisiana (TWDB 1995).

The Texas Water Development Board (TWDB) groundwater database was searched for water wells located within the proposed SH 99 Segment B study area. A total of 93 wells registered with the TWDB were reported to be located in the study area (Exhibit 3-8). The majority of the wells were placed in the Chicot aquifer. Primary uses listed for the 95 wells include domestic use, unused, industrial, irrigation, and public supply. Many of the wells reported as unused were developed as water supply wells at oil and gas well sites (TWDB 2009).

3.8.3 Public Drinking Water Systems The Water Utility Database of the TCEQ was searched for information pertaining to public water systems located in the proposed SH 99 Segment B study area. There are a combined total of 80 active water utilities in Brazoria and Galveston counties. These utilities include municipalities, private corporations,

Affected Environment 3-40 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South and district ownership. There are 25 public water systems in Galveston County, and 11 of these are included in the EPA Safe Drinking Water Information System (Exhibit 3-8). Of the 497 public water supplies in Brazoria County, 235 are listed in the Safe Drinking Water Information System. These water systems are classified as either Community Water systems that serve the same people year-round (e.g., in homes or businesses) or Non-Transient Non-Community Water systems that serve the same people, but not year-round (e.g., schools that have their own water system). Of the 93 water wells located in the study area that are registered with the TWDB, 15 were determined to be public water supply wells. TWDB defines public supply as wells that distribute water to multiple homes. These wells may be owned by a municipality or community, a water district, or a private concern (TWDB 2009).

The Wellhead Protection Program was implemented from the 1986 Amendments to the Safe Drinking Water Act. The Safe Drinking Water Act emphasizes groundwater and wellhead programs to protect source waters. The Wellhead Protection Program sets in place public health protection measures to ensure safe drinking water for citizens served by public drinking water supplies. These supplies are defined primarily as water systems serving at least 15 connections or at least 25 persons at least 60 days per year. Approximately 6,730 public water systems serve over 19 million Texas citizens (TCEQ 1999). The City of Alvin is the only public water system within the study area that is listed as a participant in the Texas Source Water Protection Program.

3.9 WETLANDS AND OTHER WATERS OF THE UNITED STATES (U.S.) Section 404 of the CWA authorizes the USACE to regulate discharges of dredged or fill material into waters of the U.S., including wetlands. Additionally, the discharge of dredged or fill material into jurisdictional waters requires Section 401 water quality certification by the TCEQ. Executive Order (EO) 11990, Protection of Wetlands, directs federal agencies to minimize the destruction, loss, or degradation of wetlands and to preserve and enhance the natural and beneficial values of wetlands on federal lands. The proposed SH 99 Segment B Study Team met with representatives from the USACE, USFWS, and TPWD to discuss issues of concern, including waters of the U.S., wetlands, critical habitat, and other sensitive areas. The initial meeting was the Environmental Impact Statement (EIS) scoping meeting, and follow-up meetings were held to discuss the Alternative Alignments and avoidance and minimization of impacts to natural resources. The seven Alternative Alignments were developed to avoid many potential jurisdictional wetlands and traverse areas that are mostly uplands; however, there are potential jurisdictional waters of the U.S., including wetlands, within the proposed SH 99 Segment B study area that would not be completely avoided. An identification and delineation of potential jurisdictional waters of the U.S. would be performed for the selected preferred alternative. The USACE would be requested to verify the delineation to make the official determination of jurisdictional waters of the U.S. USACE

Affected Environment 3-41 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South determinations are typically valid for five years. The preliminary and final design of the roadway would avoid or minimize impacts to waters of the U.S., including wetlands.

3.9.1 Navigable Waters of the United States (U.S.) The General Bridge Act of 1946 and Sections 9 and 10 of the Rivers and Harbors Act of 1899 prohibit the unauthorized obstruction, including bridge construction, or alteration of any navigable waters of the U.S. unless the work has been authorized by permit from the USCG and the USACE. No navigable waterways (i.e., waters that are presently used, or have been used in the past, or may be susceptible for use to transport interstate or foreign commerce) occur within the proposed SH 99 Segment B study area. Therefore, a Section 9 permit from the USCG or a Section 10 permit from the USACE would not be anticipated.

3.9.2 Waters of the United States (U.S.) Numerous potential waters of the U.S. are interspersed throughout the seven Alternative Alignments. Chocolate, Mustang, and Dickinson bayous are the larger waters that cross the Alternative Alignments, and approximately 27 potential waters of the U.S., other than wetlands, occur within the Alternative Alignments, all of which is based on limited field investigation and review of USGS 7.5 minute topographic quadrangle maps. These waters consist of creeks, bayous, and tributary drainages traversing the proposed SH 99 Segment B study area. Of these 27 potential waters, 13 are associated with the Northern, Northern 2, Central-South, and South-New alternatives, and seven are associated with the Central, Southern, and Southern 2 alternatives. Any potential waters of the U.S. associated with the selected preferred alignment may be determined by the USACE to be jurisdictional waters of the U.S. and would, therefore, be subject to Section 404 of the CWA.

3.9.3 Wetlands Two general types of wetlands potentially occur within the proposed SH 99 Segment B study area, non-forested and forested wetlands, with most of the potential wetlands being non-forested (Exhibit 3-7). Potential wetlands situated within the seven Alternative Alignments were identified using NWI maps published by the USFWS based on the Cowardin classification system of wetlands and deepwater habitats (Cowardin 1979).

According to the NWI mapping, five major subclasses of wetlands occur within areas traversed by the seven Alternative Alignments:

 Palustrine Unconsolidated Bottom (PUB),  Palustrine Emergent (PEM),

Affected Environment 3-42 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Palustrine Forested (PFO),  Palustrine Scrub-Shrub (PSS), and  Riverine.

The PUB wetlands are primarily ponds. These ponds occur in agricultural fields and are likely used to water livestock. The PEM wetlands occur on open depressed areas and are dominated by herbaceous vegetation. The PFO wetlands are found in the floodplains of creeks and are often hydrologically influenced by floodwater. One riverine wetland occurs within the Southern Alternative in an improved creek channel, and one riverine wetland is within the South-New Alternative along Chocolate Bayou. The PSS wetlands appear to be located in abandoned agricultural fields.

The Southern Alternative contains 19 potential wetlands encompassing approximately 36 acres; 12 potential wetlands encompassing approximately 6 acres occur in the Southern 2 Alternative; and 18 potential wetlands encompassing approximately 42 acres occur within the Central-South Alternative. The South-New Alternative contains 13 potential wetlands encompassing approximately 45 acres. Nine potential wetlands encompass approximately 45 acres within the Central Alternative. Nine potential wetlands encompass approximately 24 acres within the Northern Alternative, and 10 potential wetlands encompass approximately 35 acres in the Northern 2 Alternative. These wetland locations and estimated acreages were not identified in the field but instead were derived from the USFWS NWI maps.

3.9.3.1 Palustrine Unconsolidated Bottom (PUB) PUB systems are nontidal and less than 6.6 feet in depth, with 25 percent of bottom particles smaller than stones with vegetation covering less than 30 percent (Cowardin 1979). These areas are most likely natural or man-made ponds. Wetland vegetation occurs in the shallow water areas near the shoreline of these systems; however, little emergent vegetation is generally present. Examples of hydrophytic vegetation types that might occur in PUB systems include sand spikerush (Eleocharis montevidensis), floating seedbox (Ludwigia peploides), soft rush (Juncus effusus), short-bristle beakrush (Rhynchospora corniculata), and swamp smartweed (Polygonum hydropiperoides).

3.9.3.2 Palustrine Emergent (PEM) PEM wetlands are nontidal, less than 6.6 feet in depth, and characterized by erect, herbaceous hydrophytes (plants typically found in wet habitats). Vegetation is present for most of the growing season and is usually dominated by perennial plants (Cowardin 1979). According to the NWI maps, the majority of the PEM wetlands within the proposed SH 99 Segment B study area are persistent in nature. Persistent wetlands are dominated by plant species that normally remain standing until the next growing season. These wetland systems usually occur within open areas in small depressions. In clayey soils, the

Affected Environment 3-43 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South hydrology of PEM wetlands is usually dependent upon rainwater and may be driven by groundwater or rainwater in more loamy soils hydrology. Examples of hydrophytic vegetation commonly found in these wetland systems include sand spikerush, soft rush, short-bristle beakrush, swamp smartweed, Cherokee sedge (Carex cherokeensis), marsh flatsedge (Cyperus pseudovegetus), green flatsedge (Cyperus virens), and jointed flatsedge (Cyperus articulatus).

Numerous PEM wetlands associated with the proposed SH 99 study area have been farmed. In farmed wetlands, the soil surface has been mechanically or physically altered for the production of crops. However, hydrophytic vegetation would likely colonize these areas upon the cessation of farming practices. Farmed wetlands within the proposed SH 99 Segment B study area are generally characterized by persistent depressions on the landscape.

3.9.3.3 Palustrine Forested (PFO) PFO wetlands are nontidal, are less than 6.6 feet in depth, and are characterized by woody vegetation at least 20 feet tall. Forested wetlands within the proposed SH 99 Segment B study area are dominated mostly by broad-leaved deciduous trees (Cowardin 1979). The majority of the forested wetlands within the proposed SH 99 Segment B study area occur within the floodplains of creeks and tributaries. Approximately 59 acres of forested wetlands occur within the seven Alternative Alignments. Examples of woody vegetation often found in this region within forested wetlands include willow oak (Quercus phellos), overcup oak (Q. lyrata), black willow (Salix nigra), green ash (Fraxinus pennsylvanica), sweetgum (Liquidambar styraciflua), and American elm (Ulmus americana). Based on limited field surveys, the overstory trees range in height from 35 to 55 feet with an average diameter at breast height ranging from 7 to 12 inches. The percent canopy cover averages 55 percent. Woody vines found in these areas include greenbriars (Smilax spp.), trumpet creeper (Campsis radicans), and supplejack (Berchemia scandens). Louisiana blackberry (Rubus louisianus) and deciduous holly (Ilex decidua) are common shrubs within these potential wetland areas. Common herbaceous species include Cherokee sedge, other sedges (Carex spp.), rushes (Juncus spp.), and slender spikegrass (Chasmanthium laxum).

3.9.3.4 Palustrine Scrub-Shrub (PSS) PSS wetlands are nontidal and less than 6.6 feet in depth. These wetlands are dominated by woody vegetation less than 20 feet tall. Dominant species include true shrubs, saplings, and stunted trees or shrubs (Cowardin 1979). These wetland systems occur in depressed areas on the landscape, which are hydrologically driven by rainwater or groundwater. Shrubs and saplings common to these wetland systems include Drummond’s rattlebox (Sesbania drummondii), eastern baccharis (Baccharis halimifolia), and common buttonbush (Cephalanthus occidentalis).

Affected Environment 3-44 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

3.9.3.5 Riverine Riverine wetlands are contained in natural or artificial channels that convey flowing water or form a link between two bodies of water. A low gradient and slow water velocity characterize riverine wetlands with no tidal influence (Cowardin 1979). The substrate consists mainly of mud and sand. Very little vegetation is found within this wetland type. One riverine wetland occurs within the Southern Alternative. This wetland is found along an improved creek channel.

3.9.3.6 Wetland Functions and Values Wetland functions and values are considered in Sections 401 and 404 of the CWA. A wetland function is a physical or chemical process or activity. A function is related to the wetland’s position in the watershed, the overall hydrological cycle, and its ecological integrity. There are 14 functions that are generally recognized. These include ecological integrity, habitat, environmental education, recreation, food chain support, nutrient cycling, flood control/conveyance, flood flow alteration, groundwater recharge, shoreline stabilization and erosion control, quality of life, sediment/toxicant/pathogen retention, nutrient removal/retention/transformation, and historic/archeological significance.

A wetland value is the social benefit that is derived from one or more functions and the physical characteristics associated with a wetland. The value of a particular wetland function, or combination of functions, is based on human judgment of the worth, merit, or importance attributed to those functions. Examples of values are recreation, educational/scientific, uniqueness/heritage, and visual quality/aesthetics. There are 44 recognized methods for measuring functions and values. Upon identification of a preferred alternative, wetland functions and values would be assessed during the wetland delineation, and potential impacts of the proposed SH 99 Segment B would be determined jointly with USACE and the resource agencies during the Section 404 permitting process.

3.10 VEGETATION AND WILDLIFE 3.10.1 Vegetation According to the Natural Subregions of Texas, the proposed SH 99 Segment B study area is situated within the Gulf Coast prairies and marshes region of Texas (TPWD 1979). The Gulf Coast prairie is a nearly level plain less than 150 feet, mean sea level, in elevation that is dissected by numerous streams flowing into the Gulf of Mexico. The vegetation in the area, as indicated by TPWD’s Vegetation Types of Texas, is crops and bluestem grassland (TPWD 1984). Other than urbanized areas, the study area is consistent with the regional description. Typical vegetation before agricultural activities and development of the region occurred was tall grass prairie or oak savannah. Dominant grasses included big bluestem (Andropogon gerardii), seacoast bluestem (Schizachyrium scoparium var. littoralis), Indiangrass

Affected Environment 3-45 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

(Sorghastrum nutans), eastern gamagrass (Tripsacum dactyloides), and switchgrass (Pancium virgatum). Riparian hardwood forests of sugarberry (Celtis laevigata), elm (Ulmus spp.), and oak (Quercus spp.) were found along stream corridors within the proposed SH 99 Segment B study area. The proposed SH 99 Segment B study area has been impacted by agricultural practices and urban development, and few of the natural plant communities remain. Riparian forests exist along Dickinson Bayou, Chocolate Bayou, and tributaries of Chocolate Bayou. The agricultural and urban nature of the remaining portion of the study area supports ornamental plants and assemblages of native and exotic species indicative of frequent and heavy disturbance that has occurred in the study area over several decades. No relict prairies were observed during site visits, although a detailed survey of the seven Alternative Alignments was not performed due to lack of accessibility.

While a detailed survey of vegetation types could not be made along the entire length of each of the seven Alternative Alignments, vegetation types discussed below were characterized in areas where there was accessibility adjacent to existing roadways within the proposed SH 99 Segment B study area.

3.10.1.1 Agricultural and Pastureland Approximately 5,566 acres of agricultural and pastureland are present in the proposed SH 99 Segment B study area. These vegetative communities comprise the majority of the study area. Large portions of the agricultural fields appear fallow. Historically, corn, rice, milo, soybeans, and cotton were commonly cultivated within the study area. Recently, these agricultural fields appear to have been abandoned allowing invasive herbaceous species such as Brazilian vervain (Verbena brasiliensis), annual sumpweed (Iva annua), and deep-rooted flatsedge (Cyperus entrerianus) to invade the area. Chinese tallow (Triadica sebiferum), southern dewberry (Rubus trivialis), eastern baccharis, huisache (Acacia smallii), and Macartney rose (Rosa bracteata) are common invasive woody species that occur within the abandoned agricultural fields.

The pasturelands consist of open grassland communities that have been disturbed through farming practices or grazing. Grazing pressure along with the lack of fire has allowed less desirable weedy species to dominate the landscape. Examples of these species include Bermuda grass (Cynodon dactylon), annual ryegrass (Lolium perenne), Mexican primrose (Oenothera speciosa), goldenrod (Solidago canadensis), southern carpetgrass (Axonopus affinis), golden tickseed (Coreopsis tinctoria), and West Indian dropseed (Sporobolus indicus). Little bluestem (Schizachyrium scoparium), broomsedge (Andropogon virginicus), and brown-seed paspalum (Paspalum plicatulum) can be found in pastures that have not been heavily grazed.

Affected Environment 3-46 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

3.10.1.2 Urban and Residential Areas Landscaped urban and residential areas are present in the proposed SH 99 Segment B study area. These areas have been disturbed by activities that have removed the majority of native vegetation. Because of the urban setting in these areas, they typically support ornamental plant communities. Ornamental plantings of woody species include crepe myrtle (Lagerstroemia indica), loblolly pine (Pinus taeda), bald cypress (Taxodium distichum), and many species of shrubs and bushes. Bermuda grass and St. Augustine grass (Stenotaphrum secundatum) are the most common herbaceous plants within residential and urban areas. Live oak (Q. virginiana) and pecan (Carya illinoensis) are also common throughout the residential areas.

3.10.1.3 Riparian Forests Limited riparian habitat occurs within the proposed SH 99 Segment B study area. The riparian forests along Chocolate Bayou and Dickinson Bayou comprise the majority of these forests. Small riparian corridors also exist along the banks of Chocolate Bayou’s tributaries. The dominant overstory trees within the riparian corridors include sugarberry, eastern cottonwood (Populus deltoides), and live oak. Riparian habitat is present within the proposed SH 99 Segment B study area. The range of tree heights in the riparian forests is 30 to 55 feet, and the diameter at breast height ranges from 4 to 18 inches with an average of 14 inches. Percent canopy cover in these corridors is approximately 70 percent. Non-dominant trees that occur in the overstory include black willow, hickory (Carya sp.), and green ash. The dominant shrubs in the riparian forests are yaupon (Ilex vomitoria) and dwarf palmetto (Sabal minor). Poison ivy (Toxicodendron radicans) and saw-greenbriar (Smilax bona-nox) are common vines within the riparian forests. Due to the dense canopy, very little herbaceous vegetation grows within the riparian forests.

3.10.1.4 Woodlots Numerous small woodlots acres are present within the proposed SH 99 study area. These woodlots appear to be old farm or pasturelands that are passing through succession and exhibit characteristics of natural abandonment. Loblolly pine and water oak (Q. nigra) are the dominant overstory tree species within these wooded areas. The range of tree heights in the woodlots is 20 to 30 feet, and the diameter at breast height ranges from 4 to 10 inches with an average of 6 inches. Percent canopy cover in these woodlots is approximately 45 percent. Non-dominant trees that occur in the overstory include sugarberry and sweetgum. The dominant shrub in the woodlots is yaupon. Poison ivy and saw-greenbriar are also common vines within the woodlots. Due to the presence of dense yaupon cover, little to no herbaceous vegetation is present within the woodlots.

Affected Environment 3-47 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

3.10.1.5 TxDOT-TPWD Memorandum of Understanding (MOU) Nonwetland resources (e.g., bottomland hardwood forests), while not regulated under current laws, would be avoided to the extent practicable. In accordance with Provision (4)(A)(ii) of TxDOT’s MOU with TPWD signed in 1998 and at the TxDOT Districts’ discretion, habitats given consideration for non-regulatory mitigation during the proposed SH 99 Segment B planning include:

 Habitat for federal candidate species impacted by the proposed SH 99 Segment B, if mitigation would assist in the prevention of the listing of the species;  Rare vegetation series (S1, S2, or S3 TPWD designations) that also locally provide habitat for State-listed species;  All vegetation communities listed as S1 or S2, regardless of whether or not the series in question provides habitat for a State-listed species;  Bottomland hardwoods, native prairies, and riparian sites; and  Any other habitat feature considered to be locally important that the TxDOT District chooses to consider.

3.10.1.6 Beneficial Landscape Practices The Executive Memorandum on Beneficial Landscaping directs that native species of plants will be used in seeding and replanting of roadway ROWs, where possible. A mix of native grasses and native forbs would be used to revegetate the ROW of the selected preferred alternative. The Executive Memorandum directs that, where cost-effective and to the extent practicable, agencies will

 Use regionally native plants for landscaping;  Design, use, or promote construction practices that minimize adverse effects on the natural habitat;  Seed to prevent pollution by, among other things, reducing fertilizer and pesticide use;  Implement water-efficient and runoff reduction practices; and  Create outdoor demonstration projects employing the above measures and practices.

3.10.1.7 Invasive Species On February 3, 1999, the President Clinton issued EO 13112 on Invasive Species to prevent the introduction of invasive species and to provide control and to minimize the economic, ecological, and human health impacts caused by the introduction of invasive species.

3.10.2 Wildlife Native wildlife populations of northeastern Brazoria County and western Galveston County have been largely displaced by development and land clearing for agricultural purposes that has resulted in habitat

Affected Environment 3-48 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South fragmentation. The majority of woody vegetation, which provided cover for wildlife, has been removed. However, wildlife able to adapt to open habitats would be expected to occur throughout the proposed SH 99 Segment B study area. Birds that utilize open habitats in this region include Northern Mockingbird (Mimus polyglottos), Red-winged Blackbird (Agelaius phoeniceus), Scissor-tailed Flycatcher (Tyrannus forficatus), Mourning Dove (Zenaida macroura), and Chipping Sparrow (Spizella passerina). Birds commonly found within urban and residential areas include Northern Cardinal (Cardinalis cardinalis), Common Grackle (Quiscalus quiscula), Northern Mockingbird, European Starling (Sturnus vulgaris), House Sparrow (Passer domesticus), and Blue Jay (Cyanocitta cristata). Riparian habitat adjacent to the creeks and drainages provides cover, foraging, and perching habitat for many species of birds, including neotropical migrants. Ponds and active rice fields provide habitat for waterfowl and wading birds.

Mammal species adaptable to living in fragmented habitats and open fields are commonly found within the proposed SH 99 Segment B study area. These include raccoon (Procyon lotor), skunk (Mephitis mephitis), Eastern cottontail (Sylvilagus floridanus), armadillo (Dasypus novemcinctus), opossum (Didelphis virginiana), marsh rice rat (Oryzomys palustris), hispid cotton rat (Sigmodon hispidus), and white-footed mouse (Peromyscus leucopus). Due to lack of suitable cover, the presence of large mammals is limited within the study area. Transient occurrences of white-tailed deer (Odocoileus virginianus), feral pigs (Sus scrofa), and coyote (Canis latrans) might occur throughout the study area. Mammals typically inhabiting urban areas include black rat (Rattus rattus), Norway rat (Rattus norvegicus), house mouse (Mus musculus), opossum, and gray squirrel (Sciurus carolinensis).

Southeast Texas has a diverse assemblage of reptiles and amphibians. Turtles and lizards that could be found within the proposed SH 99 Segment B study area include red-eared slider (Trachemys scripta elegans), snapping turtle (Chelydra serpentina), green anole (Anolis carolinensis), and five-lined skinks (Eumeces fasciatus). Eastern garter snake (Thamnophis sirtalis sirtalis), Western cottonmouth (Agkistrodon piscivorous leucostama), Texas rat snake (Elaphe obsolete lindheimerii), and diamondback water snake (Nerodia rhombifer) are common snakes that might occur within the seven Altenrative Alignments. Amphibians that could be found within the proposed SH 99 Segment B include Southern leopard frog (Rana utricularia), bullfrog (Rana catesbeiana), and cricket frog (Acris crepitans blanchardi).

3.11 THREATENED AND ENDANGERED SPECIES The proposed SH 99 Segment B study area is located within the reported range of the Bald Eagle, a State- designated threatened species, which was federally delisted in August 2007. As part of initial scoping activities, coordination with State and federal resource agencies was conducted. A search of the TPWD

Affected Environment 3-49 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Natural Diversity Database was requested and received by AECOM in January 2009. The search indicated one rare species, one special feature, and one natural community could potentially occur in the study area when suitable habitat is present (see letter from TPWD in Appendix D of this EIS). In particular, an occurrence of Texas windmill-grass (Chloris texensis), a rare species with no regulatory listing status, has been recorded within 1.5 miles of the Central, Central-South, Southern, Southern 2, and South-New alternatives.

Table 3-18 presents the current USFWS and TPWD listing of threatened or endangered species in Brazoria and Galveston counties. The following information was obtained from the USFWS Ecological Services (Clear Lake Office) threatened and endangered species descriptions (USFWS and TPWD March 2011), unless otherwise cited.

TABLE 3-18 FEDERAL AND STATE-LISTED THREATENED AND ENDANGERED SPECIES FOR BRAZORIA AND GALVESTON COUNTIES State Federal Habitat Habitat Common Name Scientific Name Status Status Description Present Birds American Peregrine Falco peregrinus E1, T2 * Potential migrant Yes Falcon anatum Arctic Peregrine Falco peregrinus SOC3 * Potential migrant Yes Falcon tundrius Thick 1-3 feet tall grass from 0 feet Attwater’s Greater Tympanuchus cupido E2 E2 -200 feet above No Prairie-Chicken attwateri sea level along coast Haliaeetus Near areas of Bald Eagle T3 DM3 Yes leucocephalus water in tall trees Fresh or salt water Black Rail Laterallus jamaicensis SOC3 * Yes marshes Island near coastal Brown Pelican Pelecanus occidentalis E3 DM3 Yes areas Historic (possible extirpated), Eskimo Curlew Numermius borealis E3 E2 No grasslands and pastures Henslow’s Sparrow Ammodramus Weedy coastal SOC3 * Yes (wintering individuals) henslowii fields Shortgrass plains Mountain Plover Charadrius montanus SOC2 * Yes or plowed fields Piping Plover Beach and bayside Charadrius melodus T3 E3, T3 No (Wintering) mud or salt flats Brackish marshes Reddish Egret Egretta rufescens T3 ** No and tidal flats

Affected Environment 3-50 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

State Federal Habitat Habitat Common Name Scientific Name Status Status Description Present Charadrius Snowy Plover SOC3 * Potential migrant Yes alexandrinus Sooty Tern Sterna fuscata T1 * Maritime bird No Charadrius Southeastern Snowy alexandrinus SOC3 * Potential migrant No Plover tenuirostris Charadrius Western Snowy Plover SOC1 * Potential migrant Yes alexandrinus nivosus Freshwater marshes, but some White-Faced Ibis Plegadis chihi T3 * Yes brackish or salt marshes White-Tailed Hawk Buteo albicaudatus T3 * Coastal prairies Yes Winters in Aransas Whooping Crane Grus americana E3 EXPN1, E1 National Wildlife Yes Refuge Prairie ponds and Wood Stork Mycteria americana T3 * Yes flooded pastures Fishes Coastal American Eel Anguilla rostrata SOC3 * Waterways below Yes reservoirs Large turbid rivers Sharpnose Shiner Notropis oxyrhynchus SOC1 * with sandy No bottoms Sheltered bays, Smalltooth Sawfish Pristis pectinata E3 * shallow banks, and No estuaries Mammals Thick brushland Jaguarundi Felis yaguarondi E1 * No near water Historical range in Ursus americanus eastern Texas; Louisiana Black Bear T3 * No luteolus large tracts of bottomland forests Dense chaparral Ocelot Leopardus pardalis E1 * No thickets Spilogale putorius Open fields and Plains Spotted Skunk SOC3 * Yes interrupta prairies Extirpated; formerly known in Red Wolf Canis rufus E3 * eastern Texas in No brushy and forested areas Gulf and bay West Indian Manatee Trichechus manatus E3 * No system

Affected Environment 3-51 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

State Federal Habitat Habitat Common Name Scientific Name Status Status Description Present Mollusks Substrates of mud False Spike Mussel Quincuncina mitchelli T1 * and cobble with No water lilies present Small to medium Smooth Pimpleback Quadrula houstonensis T1 * Yes streams and rivers Little known; Texas Fawnsfoot Truncilla macrodon T1 * possibly rivers and No larger streams Plants Coastal prairie grasslands from Coastal Gayfeather Liatris bracteata SOC3 * Yes salty to upland prairies Correll’s False Wet soils of all Physostegia correllii SOC2 * Yes Dragonhead types Saturated, fine Giant Sharpstem sandy loam soils Cyperus cephalanthus SOC1 * Yes Umbrella Sedge along prairie remnants Grand Prairie Evening Oenothera pilosella Sandy soils on low SOC2 * No Primrose spp. sessilis rises Seasonally wet, Houston Daisy Rayjacksonia aurea SOC2 * saline areas near Yes mima mounds Mesic woodlands Texas Meadow-Rue Thalictrum texanum SOC1 * No or forests Sandy soils in Texas Windmill-Grass Chloris texensis SOC3 * Yes prairie remnants Threeflower Black clay soils of Thurovia triflora SOC3 * Yes Broomweed remnant prairies Reptiles Alligator Snapping Macroclemys Deep water of T3 * No Turtle temminckii rivers and canals Atlantic Hawksbill Sea Eretmochelys Gulf and bay E3 E3 No Turtle imbricata system Gulf and bay Green Sea Turtle Chelonia mydas T3 E3, T3 No system Gulf Saltmarsh Snake Nerodia clarkii SOC3 * Saline flats No Kemp’s Ridley Sea Gulf and bay Lepidochelys kempii E3 E3 No Turtle system Gulf and bay Leatherback Sea Turtle Dermochelys coriacea E3 E3 No system Gulf and bay Loggerhead Sea Turtle Caretta caretta T3 T3 No system Texas Diamondback Malaclemys terrapin Coastal marshes SOC3 * No Terrapin littoralis and tidal flats

Affected Environment 3-52 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

State Federal Habitat Habitat Common Name Scientific Name Status Status Description Present Open, semi-arid Texas Horned Lizard Phrynosoma cornutum T3 * regions, with No bunch grass Swamps/ Timber/Canebrake floodplains of Crotalus horridus T3 * Yes Rattlesnake hardwood/upland pine

Notes: ¹Listed as threatened, endangered, or species of concern in Brazoria County. ²Listed as threatened, endangered, or species of concern in Galveston County. ³Listed as threatened, endangered, or species of concern in both Brazoria and Galveston counties * Indicates only a State listing; however, only those indicated in the Federal Status column are listed for the county by the Clear Lake office of the USFWS (November 2011). E = endangered; T = threatened; SOC = species of concern; H = historical occurrence; I = introduced population; DM = delisted; EXPN = experimental population. Source: TPWD 2010.

Birds American Peregrine Falcon The American Peregrine Falcon is listed as endangered by the State in Brazoria County and threatened in Galveston County. The American Peregrine Falcon winters along the coast and is a year round resident of West Texas. This species may occur in the proposed SH 99 Segment B study area as a transient during spring and fall migrations.

Arctic Peregrine Falcon The Arctic Peregrine Falcon is listed as a species of concern by the State in both Brazoria County and Galveston County. The Arctic Peregrine Falcon winters along the entire Gulf Coast and occurs Statewide during migration. This species may occur in the proposed SH 99 Segment B study area as a transient during spring and fall migrations.

Attwater’s Greater Prairie-Chicken The Attwater’s Greater Prairie-Chicken is listed as endangered by the State and federal agencies for Galveston County. Coastal prairies are slowly diminishing as a result of agriculture, urbanization, and industrialization. With this loss of habitat, the Attwater’s Greater Prairie-Chicken is close to extinction. Habitat for this bird consists of coastal prairie with tallgrasses and intermittent shortgrass flats for booming grounds (FHWA 2003). Since the Attwater’s Greater Prairie-Chicken is limited to a preserve outside of the proposed SH 99 Segment B study area, it is not expected to occur within the study area.

Affected Environment 3-53 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Bald Eagle The Bald Eagle is listed as threatened by the State in both counties and was federally delisted in August 2007. It is generally found around large bodies of water such as reservoirs, lakes, and rivers. Nesting in Texas is largely restricted to the eastern third of the State and to the coastal region. In Texas, wintering and migrating Bald Eagles frequently stop over along water bodies, which provide the eagle with the majority of its dietary requirements. The Bald Eagle has not been documented within the proposed SH 99 Segment B study area, but nesting habitat may be present within the study area along Chocolate Bayou.

Black Rail The Black Rail is listed as a species of concern in both counties. The Black Rail prefers salt, brackish, and freshwater marsh habitats. Their nest is usually hidden in marsh grasses at the edge of marshes. This species may occur within the proposed SH 99 Segment B study area in association with the limited marsh habitats.

Brown Pelican The Brown Pelican is State listed as endangered in both counties and was federally delisted in both counties on December 17, 2009 (USFWS 2009). The Brown Pelican will be monitored for five years by the USFWS. The Brown Pelican is primarily a coastal species that rarely ventures far out to sea or inland. In Texas, it occurs primarily along the lower and middle coast, but occasional sightings are reported on the upper coast and inland to central, north-central, and eastern Texas. The Brown Pelican could occur on a transient basis within the proposed SH 99 Segment B study area.

Eskimo Curlew The Eskimo Curlew is a historic migrant to Brazoria County. This species has not been observed in Brazoria County since the 1960s. It is listed as a State-endangered species in both counties and is a federally endangered species in Galveston County. It migrates from breeding grounds in the Arctic tundra through the North American prairies to wintering grounds on the Pampas grasslands of Argentina. This species is thought to be extirpated from this area and is not expected to occur within the proposed SH 99 Segment B study area.

Henslow’s Sparrow (wintering individuals) Henslow’s Sparrow is listed as a State species of concern in both counties. Individuals, as opposed to flocks, prefer weedy fields with patches of bare ground in association with vines and brambles in the eastern third of the state. This species may occur within the proposed SH 99 Segment B study area as a winter transient.

Affected Environment 3-54 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Mountain Plover The Mountain Plover is a state species of concern in Galveston County. Individuals in Galveston County would be non-breeding as the Mountain Plover nests in the high plains. Non-breeding habitat consists of shortgrass plains and bare, plowed fields. This species may occur in the proposed SH 99 Segment B study area as a non-breeder.

Piping Plover (wintering) The Piping Plover is listed by the State as a threatened species in both counties and is federally listed as threatened and endangered in both counties. The Piping Plover is a statewide migrant that winters along the Gulf Coast. Preferred wintering habitats include beaches, sandflats, mudflats, algal mats, and dunes along the Gulf Coast and adjacent offshore islands, as well as spoil islands in intracoastal waterways. The Piping Plover is not expected to occur within the proposed SH 99 Segment B study area.

Reddish Egret The Reddish Egret is a State-threatened species in both counties. The bird primarily occurs along the coastlines of the Gulf of Mexico and the Caribbean Sea. Nesting habitat is restricted to coastal marshes and islands. Nests are constructed five to 15 feet from the ground in dense thickets of small trees or shrubs. The Texas coastline supports the largest known population. The Reddish Egret is not expected to occur within the proposed SH 99 Segment B study area.

Snowy Plover The Snowy Plover is listed as a State species of concern in both counties. Formerly an uncommon breeder in the Texas Panhandle, it winters along the Texas Gulf Coast. The Snowy Plover could occur as a winter migrant within the proposed SH 99 Segment B study area.

Sooty Tern This State-threatened species in Brazoria County has a wide pantropical distribution. Most Gulf Coast sightings of this species in the U.S. are associated with tropical weather disturbances. The preferred nesting habitat appears to be sandy unvegetated beaches (University of Southern 2003). Other than a possible occurrence after a tropical disturbance, the Sooty Tern is not expected to occur within the proposed SH 99 Segment B study area.

Southeastern Snowy Plover This species is listed as a State species of concern in both counties. This species is a wintering migrant found along bayside or gulfside mud or salt flats. Due to lack of proper wintering habitat within the

Affected Environment 3-55 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South proposed SH 99 Segment B study area, the Southeastern Snowy Plover is not expected to occur within the study area.

Western Snowy Plover This species is listed as a State species of concern in Brazoria County. It is an uncommon breeder in the Texas Panhandle and is a potential migrant that winters along the gulf coast. The Western Snowy Plover may occur within the proposed SH 99 Segment B study area as a winter migrant.

White-Faced Ibis The White-faced Ibis, a State-threatened species in both counties, occurs along the Texas Gulf Coast and within the western U.S. It can occur year-round in Texas. It inhabits wetlands surrounded by low bushes and emergent vegetation. A transient occurrence of the White-faced Ibis could occur within the proposed SH 99 Segment B study area.

White-Tailed Hawk The State-threatened White-tailed Hawk, listed in both counties, is found only in south and coastal areas of Texas. The hawk ranges northward from South America and crosses into the Rio Grande Valley, occasionally moving as far north as the Houston area. It nests in the top of trees or yuccas building a bulky platform. A transient occurrence of the White-tailed Hawk would be a rare occurrence within the proposed SH 99 Segment B study area (Tveten 1993).

Whooping Crane The Whooping Crane is listed as a State-endangered species in both counties and is a federally endangered species in Brazoria County. The crane winters in the prairies, salt marshes, and bays along the coast. The Whooping Crane could occur within the proposed SH 99 Segment B study area as a transient migratory species.

Wood Stork The Wood Stork is listed as a State-threatened species in both counties. This bird is an uncommon to common post-breeding visitor to the central and upper coastal prairies and a regular visitor of lakes and reservoirs in central and east Texas (FHWA 2003). This species could be an infrequent visitor to the proposed SH 99 Segment B study area in search of mud flats and wetlands.

Fishes American Eel The American Eel is listed as a State species of concern for both counties. They usually inhabit coastal

Affected Environment 3-56 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South waterways with easy access to the Gulf of Mexico. After spawning in salt water, females move back into freshwater while the larvae move to coastal waterways. American Eels prefer a muddy bottom in very still waters. It is possible that American Eel adults may be present in the proposed SH 99 Segment B study area.

Sharpnose Shiner The Sharpnose Shiner is a State species of concern in Brazoria County. It was historically endemic to the Brazos River drainage but apparently has been introduced to the adjacent Colorado River drainage. The preferred habitat consists of large, turbid rivers having a gravel, sand, and clay bottom mixture. Due to lack of proper habitat and the distance of the Brazos and Colorado River drainage systems, it is unexpected for the Sharpnose Shiner to be present in the proposed SH 99 Segment B study area.

Smalltooth Sawfish The Smalltooth Sawfish is a State-endangered species in both counties. This species utilizes a broad habitat spectrum. Fry are found in shallow water near banks or in protected bays near estuaries or river mouths. Adults can be found in deeper water in a variety of habitats including mangrove, reefs, seagrass, and coral. It is not expected for Smalltooth Sawfish habitat to be present within the proposed SH 99 Segment B study area; therefore, this species is not expected to occur within the proposed SH 99 Segment B study area.

Mammals Jaguarundi The Jaguarundi is a State-endangered species in Brazoria County. In Texas, the species inhabits dense mixed thornshrub habitat. This species is thought only to occur in Cameron and Willacy counties in South Texas. The current range of the Jaguarundi does not extend this far north. The Jaguarundi is not expected to occur within the proposed SH 99 Segment B study area (Campbell 1995).

Louisiana Black Bear This bear once inhabited parts of East Texas; however, populations are concentrated in Louisiana, with occasional sightings in East Texas. The species is a State-threatened species in both counties. The bear’s habitat includes woodlands and forests, usually near water. Bottomland hardwood and floodplain forests are utilized extensively, although other habitats may be used. For their dens, bears often use bald cypress and tupelo trees with visible cavities occurring in or along water bodies. The Louisiana Black Bear is not expected to occur within the proposed SH 99 Segment B study area.

Affected Environment 3-57 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Ocelot The ocelot is a State-endangered species in Brazoria County. The species inhabits dense, almost impenetrable thickets that offer seclusion. The current range of the ocelot does not extend as far north as Southeast Texas. The Ocelot is not expected to occur within the proposed SH 99 Segment B study area.

Plains Spotted Skunk The Plains Spotted Skunk is a State species of concern in both counties. This skunk utilizes a wide range of habitats including open fields, fence rows, farmyards, forest edges, and woodlands. Preferred habitat includes woody and brushy areas or tall grass prairies. It is possible the Plains Spotted Skunk may be present in the proposed SH 99 Segment B study area.

Red Wolf The Red Wolf is a State-endangered species in both counties. Historically, the Red Wolf inhabited the forest and coastal plains of Southeast Texas. The red wolf has been extirpated in Brazoria and Galveston counties. The red wolf is not expected to occur within the the proposed SH 99 Segment B study area.

West Indian Manatee The West Indian Manatee is a State-endangered species in both counties. The manatee is frequently found where aquatic vegetation is abundant. It prefers shallow, slow moving rivers, estuaries, bays, and other coastal ecosystems in subtropical to tropical waters. Suitable habitat for the West Indian Manatee is not present within the proposed SH 99 Segment B study area.

Mollusks False Spike Mussel The False Spike Mussel is a State-threatened species in Brazoria County. It is found in substrates of cobble and mud in the Rio Grande, Brazos, Colorado, and Guadalupe River basins. The mussel prefers a habitat containing water lilies for food and shelter. Due to the distance of the Colorado and Brazos Rivers from the proposed SH 99 Segment B study area, the False Spike Mussel is not expected to be present within the study area.

Smooth Pimpleback The Smooth Pimpleback is a State-threatened species in Brazoria County. It prefers small to medium streams and rivers in mixed substrates of sand, mud, and gravel. The Smooth Pimpleback tolerates very slow to medium flow rates and does not appear to tolerate dramatic water level fluctuations. It is possible for the Smooth Pimpleback to be present within the proposed SH 99 Segment B study area.

Affected Environment 3-58 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Texas Fawnsfoot The Texas Fawnsfoot is a State-threatened species in Brazoria County. Little is known about this mollusk species. It apparently prefers rivers and larger streams with a mixed substrate of sand, mud, and gravel but also has been found in flowing rice irrigation canals. It is found only in the Brazos and Colorado River drainages. Because of the distance of the Colorado and Brazos Rivers to the proposed SH 99 Segment B study area, the Texas Fawnsfoot is not expected to be present within the study area.

Plants Coastal Gayfeather Coastal Gayfeather is a State species of concern found in both counties. This species is endemic to the coastal prairies of Texas preferring various types of coastal prairie grasslands. It is possible that the Coastal Gayfeather is present within the proposed SH 99 Segment B study area.

Correll’s False Dragonhead Correll’s False Dragonhead is a State species of concern in Galveston County. It has been documented in scattered counties in the eastern and southern portions of Texas. This plant prefers wet soils including riverbanks, streamsides, creekbeds, roadside ditches, and irrigation canals. Correll’s False Dragonhead may be present within the proposed SH 99 Segment B study area.

Giant Sharpstem Umbrella Sedge This plant is only found in two Texas counties on fine sandy loam soils along nearly level fringes of deep prairie depressions. It is a State species of concern in Brazoria County. Giant Sharpstem Umbrella Sedge tolerates acidic to moderately alkaline soils. It may also flower in response to rainfall. It is possible that Giant Sharpstem Umbrella Sedge is present within the proposed SH 99 Segment B study area.

Grand Prairie Evening Primrose The Grand Prairie Evening Primrose is a State species of concern in Galveston County. It is known in Texas from a single collection made in the 1850s. Elsewhere it is known to prefer sandy soils in low rises along the Mississippi River delta. It is unlikely that the Grand Prairie Evening Primrose is present within the proposed SH 99 Segment B study area.

Houston Daisy The Houston Daisy is endemic to two Texas counties, Harris and Galveston. It is a State species of concern in Galveston County. Habitat includes bare, saline soils that are seasonally wet. The Houston Daisy can be found at the base of mima mounds in coastal prairies or in barren areas within grasslands on

Affected Environment 3-59 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South loamy to sandy loam soils. It is possible that the Houston Daisy is present within proposed SH 99 Segment B study area.

Texas Meadow-Rue The Texas Meadow-Rue is a state species on concern in Brazoria County. This plant is endemic to portions of East Texas. It prefers mesic woodlands or forests including partially shaded roadside ditches. Due to the lack or forests and woodlands within the proposed SH 99 Segment B study area, the Texas Meadow-Rue is not expected to be present.

Texas Windmill Grass Texas Windmill Grass was observed within the study area in 1966 and is a State species of concern for both counties. It has not been observed within the study area since this siting. The grass is endemic to Texas and prefers a habitat of sandy to sandy loam soils in relatively bare areas in coastal prairie grassland remnants. Texas Windmill Grass has also been observed on mowed roadsides that may mimic natural prairie regimes. It is possible that Texas Windmill Grass is present within proposed SH 99 Segment B study area.

Threeflower Broomweed Threeflower Broomweed is a State species of concern for both counties. This plant is also endemic to the Texas coastal prairies. Preferred habitat includes black clay soils of remnant grasslands and tidal flat areas. It is possible that the Threeflower Broomweed is present within proposed SH 99 Segment B study area.

Reptiles Alligator Snapping Turtle The Alligator Snapping Turtle is a State-threatened species in both counties. The alligator snapping turtle is an inhabitant of deep rivers, lakes, and large streams with muddy bottoms. Other habitats include oxbows, bayous, and even tidally influenced waters (FHWA 2003). This turtle is not expected to be present within the proposed SH 99 Segment B study area.

Atlantic Hawksbill Sea Turtle The Atlantic Hawksbill Sea Turtle is a State and federal endangered species in both counties. This turtle is an inhabitant of warm, shallow waters in rocky marine environments. Proper habitat for the Atlantic Hawksbill Sea Turtle is not expected to be present within the proposed SH 99 Segment B study area.

Affected Environment 3-60 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Green Sea Turtle The Green Sea Turtle is listed as threatened by the State in both counties. It is also federally listed as a threatened and endangered species in both counties. This turtle prefers shallow water seagrass beds with open water between feeding and nesting areas. Proper habitat is not found within the proposed SH 99 Segment B study area, and the Green Sea Turtle’s presence is not expected.

Gulf Saltmarsh Snake The Gulf Saltmarsh Snake is a State species of concern in both counties. This snake inhabits saline flats, coastal bays, and brackish river mouths along the Texas gulf coast. Proper habitat for this snake is not present within the proposed SH 99 Segment B study area; therefore, the Gulf Saltmarch Snake presence is not expected.

Kemp’s Ridley Sea Turtle This turtle is a State and federally-endangered species in both counties. The Kemp’s Ridley Sea Turtle can be found in both gulf and bay systems preferring shallow waters in the Gulf of Mexico. No bays or gulfs are present within the proposed SH 99 Segment B study area, and this turtle is not expected to be present.

Leatherback Sea Turtle The Leatherback Sea Turtle is a State and federally-listed endangered species in both counties. This is an omnivorous turtle showing a preference for open water and consisting on a diet of jellyfish. This turtle is not expected to be present within the proposed SH 99 Segment B study area.

Loggerhead Sea Turtle The Loggerhead Sea Turtle is a State and federally-listed threatened species in both counties. Juveniles prefer gulf and bay systems and adults are the most pelagic of the sea turtles. This is an omnivorous turtle showing preferences for a diet consisting of mollusks, crustaceans, and coral. This turtle is not expected to be present within the proposed SH 99 Segment B study area.

Texas Diamondback Terrapin The Texas Diamondback Terrapin is a State species of concern for both counties. This terrapin can be found in a variety of habitats, including coastal marshes, tidal flats, coves, estuaries, and lagoons behind beaches in brackish or salt water. It burrows into the mud during periods of inactivity and may venture into lowlands at high tide. The proposed SH 99 Segment B study area is located inland from the coast; therefore, the Texas Diamondback Terrapin is not expected to occur within the study area.

Affected Environment 3-61 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Texas Horned Lizard The Texas Horned Lizard, a State-listed threatened species in both counties, was historically found throughout the State in areas with flat open terrain, scattered vegetation, and sandy or loamy soils. Over the past 20 years, it has almost vanished from the eastern half of the State. This species has virtually disappeared east of a line from Fort Worth to Austin to Corpus Christi. The Texas Horned Lizard is not expected to occur within the proposed SH 99 Segment B study area.

Timber/Canebrake Rattlesnake The Timber/Canebrake Rattlesnake occurs throughout most of the southeastern U.S. and is listed as a State-threatened species in both counties. In Texas, its range includes the eastern third of the state where it is considered widely distributed, but generally uncommon. This rattlesnake prefers dense thickets and brush areas along floodplains of creeks and rivers (FHWA 2003). Occasionally, this snake has been encountered in old-pasture regrowth areas in unused farmlands. Small amounts of wooded floodplains occur in this region; therefore, this State-listed threatened species may potentially occur in the proposed SH 99 Segment B study area.

3.12 FLOODPLAINS The proposed SH 99 Segment B study area is located within the San Jacinto-Brazos Coastal Basin in Brazoria and Galveston counties. This basin is bordered by Galveston Bay on the east and the Brazos River Basin on the west and has a drainage area of approximately 1,440-square miles. Average annual rainfall in the basin ranges from 35 to 70 inches. The study area is located within a level coastal plain, and most of the 11 classified segments in the basin are small tidal streams that drain into the Galveston Bay system. The study area encompasses portions of designated stream segments, three water supply canals, numerous minor streams and bayous, and ponds of varying size.

EO11988 requires federal agencies to evaluate the potential effects of actions on floodplains and avoid, to the extent possible, the long- and short-term adverse impacts associated with floodplain development and modification of floodplains wherever there is a practicable alternative. Flood Insurance Rate Maps published by the FEMA were obtained for the proposed SH 99 Segment B study area to determine the locations of the 100-year floodplains. The Flood Insurance Rate Maps delineate the base floodplain elevations and floodways for the major rivers and streams. The floodway is that portion of the available flow cross-section that cannot be obstructed without causing more than a one foot increase in the water- surface elevations resulting from a 100-year flood event.

Affected Environment 3-62 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Portions of the proposed SH 99 Segment B are located within FEMA-designated 100-year floodplains. The majority of the floodplain acreage is located along Chocolate Bayou and its tributaries in the western portion of the study area. Chocolate Bayou intersects the western sections of all seven Alternative Alignments. In the eastern portion of the study area, the floodplain is present along Dickinson Bayou and its tributaries as well as the American Canal. Additional areas of floodplain are present in the central regions of the study area near the Central, Southern 2, Central-South, South-New, and Southern alternatives. A limited floodplain area associated with Mustang Bayou intersects all seven Alternative Alignments as it traverses the study area from northwest to southeast.

Total 100-year floodplain acreages were determined for the seven Alternative Alignments and are presented in Table 3-19. The 100-year floodplains are shown on Exhibit 3-7.

TABLE 3-19 TOTAL 100-YEAR FLOODPLAINS WITHIN THE ALTERNATIVE ALIGNMENTS Alternative 100-Year Alignment Flooplains Northern 338 acres Northern 2 181 acres Central 274 acres Central-South 242 acres South-New 178 acres Southern 112 acres Southern 2 200 acres

Note: Acreage obtained from data provided in FEMA maps covering study area in Brazoria and Galveston counties. Source: SH 99 Segment B Study Team.

In accordance with 23 CFR 650.113, FHWA shall not approve a proposed action that includes a significant floodplain encroachment, unless FHWA finds that the proposed encroachment is the only practicable alternative. The hydraulic design for the proposed SH 99 Segment B would be in accordance with current FHWA and TxDOT design policies. The facility would permit the conveyance of the 100- year flood, inundation of the roadway being acceptable, without causing significant damage to the facility, stream, or other property. The proposed SH 99 Segment B would not increase the base flood elevation to a level that would violate applicable floodplain regulations and ordinances. Coordination with the local floodplain administrators and/or drainage districts for Brazoria and Galveston counties would be required.

3.13 WILD AND SCENIC RIVERS The Wild and Scenic Rivers Act was enacted into law on October 2, 1968. Section 1(b) of the Act expresses Congressional policy, stating that certain selected rivers of the U.S. that, with their immediate

Affected Environment 3-63 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South environments, possess outstandingly remarkable scenic, recreational, geologic, fish and wildlife, historic, cultural, or other similar values shall be preserved in free-flowing condition, and that their immediate environments shall be protected for the benefit and enjoyment of present and future generations (National Park Service 2003). No river or river segments listed in the National Inventory of the National Wild and Scenic Rivers System are located within the proposed SH 99 Segment B study area.

3.14 COASTAL BARRIERS The Coastal Barrier Resources Act was passed in 1982 to address potential impacts to coastal barriers caused by development. The proposed SH 99 Segment B study area is not mapped as part of the nation’s Coastal Barrier Resource System. Therefore, the proposed SH 99 Segment B would not impact coastal barrier resources.

3.15 COASTAL ZONE MANAGEMENT PLAN AND ESSENTIAL FISH HABITAT 3.15.1 Coastal Management Zone (CMZ) The Coastal Zone Management Act of 1972, as amended in 1996, provides for the preservation, protection, development, and where feasible, restoration and enhancement of the nation’s coastal zone resources. In Texas, the General Land Office is designated as the lead agency that coordinates the development and implementation of the Texas Coastal Management Plan. The Coastal Coordination Council administers the coastal management program and is in charge of adopting uniform goals and policies to guide decision making by all entities regulating or managing natural resource use within the Texas coastal area.

The boundary of the Texas Coastal Management Zone (CMZ) was delineated in accordance with the requirements of the federal Coastal Zone Management Act, federal program development and approval regulations, and the Texas Coastal Coordination Act. Requirements dictate that a state’s coastal zone boundaries include four elements, inland boundary, seaward boundary, interstate boundaries, and federal land excluded from the boundary.

The seven Alternative Alignments border the CMZ boundary at the intersection of IH 45 South and FM 646 near the eastern limits of the proposed SH 99 Segment B study area (Exhibit 3-7). Additionally, the South-New Alternative encroaches into the CMZ boundary near Liverpool in the southern portion of the study area (Exhibit 3-7). The General Land Office explained during preliminary coordination that typically Coastal Consistency determinations are required for projects in the CMZ that are required to receive permit authorization under Section 10 of the Rivers and Harbors Act or Section 404 of the CWA

Affected Environment 3-64 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South for impacts to waters of the U.S. After selection of the preferred alternative, formal coordination with the General Land Office, if necessary, would be initiated for a Coastal Consistency determination.

3.15.2 Essential Fish Habitat The Magnuson-Stevens Fishery Conservation and Management Act, as amended on October 11, 1996, directs that all federal agencies whose actions will impact essential fish habitat must consult with the National Marine Fisheries Service regarding potential adverse impacts. Although the proposed SH 99 Segment B crosses Mustang Bayou, Dickinson Bayou, Chocolate Bayou, and numerous tributaries, these water courses are not tidally influenced at the points where any of the seven Alternative Alignments cross these waterbodies. Therefore, the proposed SH 99 Segment B is not subject to the Magnuson-Stevens Fishery Conservation and Management Act and would not impact essential fish habitat as defined by 16 United States Code 1802.

3.16 CULTURAL RESOURCES 3.16.1 Archeological Resources 3.16.1.1 Previously Recorded Archeological Sites The TxDOT Houston District Office developed a GIS model called the Potential Archeological Liability Map (PALM) to predict high probability areas for prehistoric and historic cultural resource sites. A depiction of the PALM in relation to the proposed SH 99 Segment B study area is included in the archeological archival study found in Appendix E of this EIS. A search of the Texas Archeological Research Laboratory and Moore Archeological Consulting records was conducted in July 2003 to determine whether or not any previously recorded prehistoric and/or historic archeological sites existed within the study area (Appendix E of this EIS). The search revealed 24 known sites in the vicinity of the study area. Only one of these sites, prehistoric site 41BO166, is actually situated within the study area boundaries, all of the other sites were found outside the boundaries of the study area but within 10- kilometers. The 41BO166 site data form does not provide an assessment of the potential for eligibility of the site to the National Register of Historic Places (NRHP). Any Alternative that might potentially cross this site would require additional surveys of the site.

The additional sites found outside of the proposed SH 99 Segment B study area, but within 10 kilometers, are located along the Clear Creek, Chocolate Bayou, Oyster Bayou, Big Creek, and Brazos River channels. The balance of these sites are associated with lakes such as Thurmond Lake.

Affected Environment 3-65 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

3.16.2 Historic Archeological Sites There are no previously recorded historic archeological sites recorded within the proposed SH 99 Segment B study area.

3.16.2.1 Applying the Potential Archeological Liability Map Depictions of the PALM in relation to the proposed SH 99 Segment B study area are included in the archeological archival study found in Appendix E of this EIS. This model is based on a variety of geoarcheological criteria, including landform type, soil type, and evidence of historic or recent land use (Abbot 2001). Its purpose is to increase the efficiency of cultural resources management by allowing an initial assessment of proposed transportation projects without the absolute necessity of a field visit. The model concentrates on whether sites in units of land are likely to have been poorly or well preserved, and where deep Late Pleistocene/Holocene soils are likely to be found.

The PALM system is divided into six potential mapping units, each with its own recommendations for the level of survey or reconnaissance needed. There is also a seventh mapping unit (Map Unit 0: water bodies, no survey required).

 Map Unit 1: Surface Survey Recommended, Deep Reconnaissance Recommended if Deep Impacts are Anticipated  Map Unit 2: Surface Survey Recommended, No Deep Reconnaissance Recommended  Map Unit 2a: Surface Survey of Mounds Only, No Deep Reconnaissance Recommended  Map Unit 3: No Surface Survey Recommended, Deep Reconnaissance Recommended if Deep Impacts are Anticipated  Map Unit 3a: No Surface Survey Recommended, Deep Reconnaissance Recommended only if Severe Deep Impacts are Anticipated  Map Unit 4: No Survey Recommended

3.16.2.2 Prior Disturbances within the Study Area Prior disturbances within the proposed SH 99 Segment B study area have the potential to remove some areas from consideration. Existing railroad grades, roads, urban housing developments, industrial sites, and man-made lakes all have the potential to have destroyed or impacted potential sites.

3.16.2.3 Historical Structures An introductory historic resources study was conducted to define both broad historic contexts likely applicable to the proposed SH 99 Segment B study area and specific historic-age property types apt to be found within that area. This study was not intended to exhaustively identify each historic-age property in

Affected Environment 3-66 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South the study area or make recommendations on NRHP eligibility. The study was performed in accordance with the provisions of the Secretary of the Interior’s Standards and Guidelines for Archeology and Historic Preservation (48 FR Parts 44716-42) and takes into consideration the National Historic Preservation Act of 1966, as amended (Public Law 96-515), the NEPA of 1969 (Public Law 90-190), the Archeological and Historical Preservation Act of 1974 (Public Law 93-291) and EO No. 11593, Protection and Enhancement of the Cultural Environment. This study provides documentation for a historical overview of the study area, and it is intended to guide later phases of historic resources studies as the proposed SH 99 Segment B is more specifically defined (Appendix E of this EIS).

The tasks associated with the proposed SH 99 Segment B include archival research for primary and secondary materials, mapping historic property types, and photo-documenting representative historical property types in the study area.

A total of 115 properties and one historical marker were documented in the proposed SH 99 Segment B study area. The predominant property type is domestic in nature, and single-family dwellings are most common. One hotel and one multiple-family dwelling are extant. Eleven properties have both single- family dwellings and agricultural properties, such as barns or fields. Despite the overwhelmingly agricultural character of the study area, only five properties in the study area reflect this particular land use. Three of these are canals, and the other two are an apparent dairy facility and a rice mill. All 17 commercial properties are located in the City of Alvin and are either one- or two-part commercial block buildings serving in retail and warehouse capacities or gasoline service stations. In addition to domestic, agricultural, and commercial property types, industrial properties have a presence in the study area. The 15 industrial properties include energy, extractive, and manufacturing facilities. Examples of extant properties are an electric power plant and icehouse, oil fields, a petroleum tank battery, pipelines, grain processing plants, and manufacturing plants. Other property types are also located within the study area, which include two schools, six cemeteries, three public works facilities, one designed landscape, two community centers, one theater, eight churches, and eight transportation facilities (both rail and road related). The historical marker is located within the TxDOT roadside rest area as detailed in Section 3.3.3.5. This marker designates the historical significance of Chocolate Bayou in the development of the southeast coastal areas of Texas and may need to be relocated to accommodate the shift in the South-New Alternative (if chosen as the preferred alternative).

In addition to these 115 properties, a few potential properties were discovered to be outside the proposed SH 99 Segment B study area, have no confirmed location, or are repetitive of other identified property types. Those found to be outside the study area include several petroleum-related processing plants, a

Affected Environment 3-67 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South refinery, and three oil fields. No confirmed location could be found for a dairy farm, a perfume plant, and a fig plant. Several property types, all within the City of Alvin, are repetitive of those identified, including additional churches, commercial properties, and utilities facilities.

Based on archival research, an understanding of potential and known historic properties and the historic overview of the study area, it is evident that four possible historic contexts are applicable to the types of resources likely to be found in future phases of work once a preferred alternative is chosen.

One historic context, early settlement, would coincide with the arrival of Anglo-American settlers in the mid-nineteenth century through the arrival of the railroad in the late 1870s. The focus would be on settlement patterns, subsistence agriculture, and plantations along Dickinson Bayou. Early community life, such as post offices, schools, and churches would be examined. It appears that few buildings or structures are extant in the proposed SH 99 Segment B study area that date to this period. It is more likely that cultural resources associated with this context may be historic archeological sites. In any case, those resources that have survived typically would be property types related to agriculture and domestic occupation.

A second historic context relevant to the proposed SH 99 Segment B study area is community development. This context is broadly conceived in application and appropriate for most urban areas, regardless of size. In general, the appropriate time period for this historic context would date from the late 1870s until the 1960s. This would trace community development from just before the arrival of the railroads to the area through the mid-twentieth century. It pertains particularly to those historic resources within the study area that relate to the evolution of commerce, religion, recreation, society, education, government, industry, and domestic occupation in towns and rural communities. Numerous historic resources related to the community development of the City of Alvin are evident in the study area. Although most of Dickinson, Manvel, and Iowa Colony fall outside the area under inquiry, historic properties related to these places should be evaluated within the context of community development. An example of such would be a schoolhouse that is remote from the community center but attended by children who live in the area. Properties associated with this historic context cover an array of types that would include domestic, commercial, institutional (social, education, governmental, public works, religious, and funerary), industrial, recreational, and transportation properties.

Agriculture played the most substantial role in the local economy well into the twentieth century and represents a third historic context in which historic resources is to be evaluated. Livestock and corn were early crops, but more significant to the proposed SH 99 Segment B study area was the rise and fall of fruit

Affected Environment 3-68 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South crops, especially figs, oranges, and strawberries. Dairying also played a significant role in local agriculture. Rice culture was another prominent local crop, which thrived after the extensive irrigation system was successfully installed. This context is appropriate to the period from the 1870s until the 1960s. Properties evaluated under this context may include those commonly important to agriculture, such as domestic properties, fields, animal facilities, outbuildings, pastures, and barns. Other related properties in the study area include canals and attendant features, and processing properties like rice mills, cotton gins, and fruit canning and preservation plants.

Petroleum and natural gas industries represent the final historic context that is applicable to the proposed SH 99 Segment B study area. Although nearby oil fields were discovered several years earlier, the period for this context would date from the 1930s to the 1960s. It appears unlikely that petrochemical plants or refineries are within the study area. Buildings, structures, and objects related to petroleum and natural gas are likely to be extractive facilities, such as oil fields, tank batteries, pumps, and pipelines, and distribution points, such as bulk terminal plants.

In accordance with the Programmatic Agreement between the FHWA and the Texas Historical Commission (THC), the Advisory Council on Historic Preservation, and TxDOT, and the MOU between TxDOT and the THC, TxDOT will notify the State Historic Preservation Officer that the proposed action has potential to affect historic properties.

3.17 HAZARDOUS MATERIALS A regulatory database search for each of the seven Alternative Alignments was performed in accordance with American Society for Testing and Materials (ASTM) standard: E 1527-05 Standard Practice for Environmental Site Assessment, as well as in accordance with TxDOT environmental guidance search radii. A commercial database vendor prepared a regulatory database report for Alternative on October 2, 2009. The regulatory listings are limited and include only those sites that are known to the regulatory agencies to be permitted, contaminated, or in the process of evaluation for potential contamination at the time of publication.

The regulatory database reports included a review of the ASTM and TxDOT recommended databases. The following is an abbreviated list of ASTM and TxDOT recommended federal and State databases and records that were searched for relevant information.

 National Priority List (within 1.25 miles): EPA list of confirmed or proposed Superfund sites.

Affected Environment 3-69 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Comprehensive Environmental Response, Compensation, and Liability Information Service (within 0.50 mile): Proposed or possible National Priority List sites from the EPA database of current and potential Superfund sites currently or previously under investigation.  Resource Conservation and Recovery Act (RCRA) treatment, storage, or disposal sites (within 0.50 mile): EPA database of sites that treat, store, dispose, or incinerate hazardous waste.  RCRA Corrective Action Site Report (within 1.25 miles): EPA database of Resource Conservation and Recovery Information System sites (hazardous waste handlers) under reported corrective action.  RCRA Generator (within 0.50 mile): EPA database of Resource Conservation and Recovery Information System sites that create more than 100 kilograms of hazardous waste per month or meet other RCRA requirements, including the RCRA Administrative Action Tracking System and Compliance Monitoring and Enforcement List.  Emergency Response Notification System (within 0.25 mile): EPA database of emergency response actions for reported spills of regulated materials.  Underground Storage Tanks (within 0.50 mile): TCEQ database of petroleum storage tanks that are registered with the State.  Leaking Underground Storage Tanks (within 0.75 mile): TCEQ database of petroleum storage tanks that have reported leaks of petroleum substances.  State/Tribal Voluntary Cleanup Program and Innocent Owner/Operator Program (within 0.75 mile): Some Voluntary Cleanup Program and Innocent Owner/Operator Program sites are noted as having institutional controls placed on them.  State Wells (within 0.50 mile): TWDB database of public drinking water well and surface intake sites.  Federal Wells (within 0.50 mile): USGS United States Ground-Water Sites Inventory database of more than 850,000 records of wells, springs, test holes, , drains, and excavations in the U.S.  State Other (within 1.25 miles): TCEQ’s Texas Industrial Hazardous Waste Notice of Registration data where TCEQ enters all information submitted by industrial and hazardous waste transporters, receivers (including recyclers), generators, and one-time shipments into a database that tracks industrial and hazardous waste generation and management activities in the State. All facilities of these types receive a solid waste registration number.  Oil and Gas Wells (within 0.50 mile): Railroad Commission of Texas (RRC)’s listing of completions, plugging, and permits. Data is obtained only from digital data provided by the RRC.

Affected Environment 3-70 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

There are a total of 254 sites listed in the seven regulatory database search reports that are located within or in the vicinity of the seven Alternative Alignments. A number of these sites are listed in multiple databases and occur within or near one or more of the Alternative Alignments. Because of the multiple listings, the databases were reviewed and the listings refined through limited field verification, review of aerial photography, and review of appraisal district records of Brazoria and Galveston counties. Duplicate/multiple listings for the same site were combined and sites with incorrect addresses or locations were removed. Refining the listings revealed that there are 92 sites at 55 locations associated with the seven Alternative Alignments (Exhibit 3-8). The refined database listings are presented in Appendix F of this EIS.

Four alternatives pass through or near the City of Alvin (Central, Central-South, Southern 2 and South- New) and have the highest number of identified regulatory database sites in close proximity. These four alternatives all use existing ROW at the SH 35 Bypass within the City of Alvin. TxDOT has ROW set aside in the middle of SH 35 to add additional traffic lanes. This urban section of Alvin/SH 35 is utilized by many businesses, some of which are listed in the regulatory databases. The new proposed traffic lanes would utilize the undeveloped middle portion of SH 35. Therefore, the roadway would not move closer to facilities identified as regulatory database sites in this specific area. The Northern, Northern 2, and Southern alternatives have the fewest regulatory database site listings because they located within more rural or undeveloped portions of the proposed SH 99 Segment B study area.

RRC files were used to identify the location of oil and gas sites within the proposed SH 99 Segment B study area. With an emphasis on the seven Alternative Alignments, a general review of oil and gas wells and pipelines was conducted for the study area. A Regional Base Map, covering the central and northern regions of Brazoria and Galveston counties, was reviewed to obtain data concerning the locations of oil and gas well installations within the study area. Various types of installations, including oil and gas wells, dry holes, abandoned oil and gas wells, surface locations, and horizontal drain holes, are mapped throughout the study area. A general review of oil and gas well installations in Brazoria and Galveston counties indicates previous exploration and development in the area. According to the RRC dataset, several oil and gas well fields appear to be within the study area, including the League City Oil Field, Algoa Oil Field, and Chocolate Bayou Field. The League City Oil Field is located near the eastern terminus of the seven Alternative Alignments.

The RRC data indicates that oil and gas exploration companies have drilled 703 oil and gas sites within the proposed SH 99 Segment B study area and within the vicinity of the seven Alternative Alignments. Exhibit 3-8 depicts the oil and gas sites within the study area and their proximity to the seven Alternative

Affected Environment 3-71 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Alignments. Collectively, there are an estimated 27 oil and gas wells within the ROWs of the seven Alternative Alignments.

Maps included as part of the environmental database search report indicate the presence of oil and gas transmission lines crossing the seven Alternative Alignments in various locations within the study area (Banks Environmental Data 2009). There are also aboveground valve and gauging facilities in proximity to the seven Alternative Alignments. A more detailed investigation of pipelines and oil and gas installations would be initiated when a preferred alternative is selected.

3.18 VISUAL AND AESTHETIC QUALITIES Two potential groups that could be visually impacted by the proposed SH 99 Segment B are those who would use the roadway for travel and those who live and work in close proximity to the proposed roadway. The visual experience and aesthetic quality of an area depends upon the land (the topography), water bodies, vegetation, and human development patterns. More specifically, factors used to assess the visual experience and aesthetic qualities of an area may include the following:

 Uniqueness of the landscape in relation to the region as a whole;  Whether the scenic area is a foreground, middle-ground, or background view;  Focus of the view;  Scale of the elements in the scene;  Number of potential viewers;  Duration of the view; and  Amount of disturbance to the landscape.

The proposed SH 99 Segment B study area has been impacted by agricultural practices and urban development, with little of the previous natural plant communities remaining. As noted, the urban and agricultural nature of the study area supports ornamental plants and assemblages of native and non-native species indicative of the extensive disturbance that has occurred in the study area over several decades. Lands within the study area are generally level, exhibiting little to no apparent topographic relief. With the exception of the developed areas adjacent to SH 35 associated with portions of the Central, Central- South, South-New, and Southern 2 alternatives, existing land use in the vicinity of the seven Alternative Alignments primarily consists of undeveloped land, agricultural land, and low-density residential development, with some commercial development. Potential natural visual scenic resources within the study area include streams, wetlands, riparian areas, and rangeland. Other than the riparian areas adjacent to Chocolate Bayou and its tributaries and Dickinson Bayou, none of the landscape features within the study area are particularly unique within the SH 99 Study Area.

Affected Environment 3-72 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SECTION 4: ENVIRONMENTAL CONSEQUENCES This section describes the anticipated direct impacts of the seven Alternative Alignments and the No-Build Alternative on local physical, biological, and socioeconomic resources within the Social Economic Study Area. Direct impacts are those that can be attributed to construction, operation, and maintenance of the proposed SH 99 Segment B or to the continuation of the existing activities under the No-Build Alternative.

4.1 LAND USE The growth pattern of the proposed SH 99 Segment B Social Economic Study Area, and the resulting land use, would be influenced by the system of major and secondary thoroughfares combined with the existing highway system. Determining probable future growth requires an analysis of various factors that could either limit or encourage growth or job development. The factors generally fall into three categories: environmental, physical, and political. Environmental factors include items such as water bodies, wetlands, floodplains, drainage patterns/ improvements, oil and gas production, and industrial areas. The primary physical factor influencing growth is “premature development,” which represents areas where streets are minimally improved and lots generally exceed 1 acre, both of which are served by private water wells and septic sewer systems. These areas are typically low-density developments. Political factors include communities that are creating general patterns of future thoroughfare development, expanding their extraterritorial jurisdictions, updating platting regulations, and implementing land use control processes. Other factors that can affect growth include the economic status of the nation, state, and region; market demand; land availability and price; site suitability; capital availability; and supportive local land development regulations and policies.

The projection of regional land use change in the proposed SH 99 Segment B Social Economic Study Area was based on an inventory of existing land use conditions, emphasizing the location of developed and undeveloped land. Existing land use was determined by aerial photographs and central appraisal district data from Brazoria and Galveston counties. A basic assumption made for land use projection was that development in each municipality and county would continue at generally the same density. The Expert Work Group, comprised of recognized experts and knowledgeable members of the community in the forecasting of population, employment, and land use in the study area, provided information related to planned and future land uses in the study area (see Section 3.3.1). Projected changes in household and employment growth at the TAZ level from the University of Houston study were used to determine the pattern and magnitude of growth in the Social Economic Study Area (University of Houston 2003).

Environmental Consequences 4-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The densities unique to each municipality and county were used to allocate development within each TAZ. Using 2000 Census data for employment and households allowed for the calculation of a base density per acre for households and employment for each municipality and county. Projected household and employment growth data by TAZ from the University of Houston study was then combined with the unique base density per acre calculations to project future land use changes in terms of acres of land consumed. The acreage of land consumed was then allocated to seven land use categories: industrial, multi-family, public/institutional, residential, retail/commercial, ROW, and undeveloped as shown on Exhibit 4-1 through Exhibit 4-4.

Based on the development densities and projected household and employment growth for the proposed SH 99 Segment B Social Economic Study Area, land consumed by development is estimated to be 109,757 acres in 2025 under the No-Build Alternative. This projected development represents a continuation of the growth already being experienced in the Social Economic Study Area. Analyzing the data for the seven Alternative Alignments would yield an estimated 112,924 acres consumed for the Northern and Northern 2 alternatives, 113,125 acres consumed for the Central and Southern 2 alternatives, and 113,281 acres consumed for the Central-South, South-New, or Southern alternatives. The additional acreage of land consumed for development for each of the alternatives as compared to the No-Build Alternative is presented in Table 4-1.

TABLE 4-1 ACREAGE OF LAND CONSUMED FOR ALTERNATIVE ALIGNMENTS Acres of Land Additional Percent Alternative Consumed for Acres Of Change from Alignment Development Land The No-Build (2025) Consumed1 No-Build 109,757 acres N/A N/A Northern 112,924 acres 2.9% 3,167 acres Northern 2 112,924 acres 2.9% 3,167 acres Central 113,125 acres 3.1% 3,368 acres Southern 2 113,125 acres 3.1% 3,368 acres Central-South 113,281 acres 3.2% 3,524 acres South-New 113,281 acres 3.2% 3,524 acres Southern 113,281 acres 3.2% 3,524 acres

Note: 1Compared to the No-Build Alternative (2025). Source: Northrup Associates, Inc. 2005.

Calculation of the acreages consumed for development indicates that implementation of any of the seven Alternative Alignments would result is an approximate 3 percent increase in developed acreage within the

Environmental Consequences 4-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South proposed SH 99 Segment B Social Economic Study Area. The projected growth would have a greater influence on development densities in areas already experiencing growth rather than on the amount of acreage consumed for development.

4.2 GEOLOGY, SOILS AND FARMLANDS 4.2.1 Geology Although impacts to soils would be unavoidable, all seven Alternative Alignments would cross similar topography and soils consisting of broad, flat plains on predominantly clayey substrate of the Beaumont Formation and alluvial deposits. Where unavoidable impacts occur, mitigation measures would offset the impact to these resources. However, the geologic resources (i.e., faults) in the study area are influenced by regional conditions that have the potential to impact the proposed SH 99 Segment B.

No impacts are expected under the No-Build Alternative; however, other types of development other than transporation use may occure within the SH 99 Study Area that could be impacted by geologic resources.

4.2.2 Soils Most soils groups traversed by the seven Alternative Alignments have a high shrink-swell potential. This means that volume varies because of interaction of clay minerals with water and with the amount and type of clay minerals in the soil. The size of the load on the soil and the magnitude of the change in soil moisture content influence the amount of swelling of soils in place. If the shrink-swell potential is rated moderate to high, shrinking and swelling can cause damage to buildings, roads, and other structures. Special consideration should be given to the selection of materials for fill, and the design of the roadbed.

No impacts are expected under the No-Build Alternative; however, other types of development other than transporation use may occure within the SH 99 Study Area that could impact soils.

4.2.3 Farmlands This section outlines the impacts to farmland soils protected under the FPPA and does not include non- FPPA-protected soils that are in existing agricultural use. Bisection of farms would not only convert existing farmland or prime and statewide importance farmland soils (potential farmland) to highway ROW, but it would also result in the disruption of some operations. However, the proposed SH 99 Segment B may result in positive impacts to local farming operations as well. The proposed SH 99 Segment B would increase efficiency of accessibility to FM roads. An improved transportation system in Brazoria and Galveston counties would improve highway safety for the transport of farm products and equipment.

Environmental Consequences 4-3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Table 4-2 and Table 4-3 summarize the amount and type of prime and statewide important farmland soils that would be impacted by each of the seven Alternative Alignments evaluated. Exhibit 3-3 identifies the location of prime and statewide important farmland soils in relation to each Alternative Alignment.

Coordination with the NRCS is in progress for impacts to farmland. The Farmland Conversion Impact Rating Form for Corridor Type Projects (NRCS-CPA-106) is based on a 260-point scale. One-hundred and sixty (160) points is the critical score, and the alternatives (sites) receiving scores totaling less than 160 points are given a minimal level of consideration for protection. The total score for the seven Alternative Alignments has not been determined at this time; however, coordination with the NRCS for impacts to farmlands will continue, and the completed NRCS-CPA-106 forms will be appended to this DEIS (Appendix A of this EIS).

Impacts to prime and statewide important farmland soils should be avoided where practicable; however, due to the large acreage of these soils in Brazoria and Galveston counties, each of the seven Alternative Alignments would have an unavoidable affect on some prime and statewide important farmland soils. If one of the alternatives is selected as the preferred alternative, it would be placed along and close to the existing property lines where possible to minimize splitting or fragmentation of farms.

TABLE 4-2 ACRES OF PRIME AND STATEWIDE IMPORTANT FARMLAND SOILS Prime Statewide Total Prime and Alternative Important Important Only Statewide Alignment Only Acreage Acreage Important Acreage Northern 531 acres 256 acres 787 acres Northern 2 912 acres 107 acres 1,019 acres Central 1,101 acres 54 acres 1,155 acres Central-South 919 acres 97 acres 1,016 acres Southern 787 acres 256 acres 1,043 acres Southern 2 676 acres 129 acres 805 acres South-New 1,065 acres 118 acres 1,183 acres

Source: SH 99 Segment B Study Team.

TABLE 4-3 SOIL ASSOCIATIONS OF PRIME AND STATEWIDE IMPORTANT FARMLAND SOILS BY ALTERNATIVE ALIGNMENT Alternative Statewide Important Only Prime Farmland Soil Unit Alignment Soil Unit Bernard-Edna Complex, Lake Charles Clay (1% to 5%), Edna Fine Silt Loam (0% to Morey Silt Loam, Leton Loam, Lake Charles Clay (0% to Northern 1%), Edna-Aris Complex, 1%), Bernard Clay Loam, Morey-Leton Complex, Bacliff Verland Silty Clay Loam Clay

Environmental Consequences 4-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Alternative Statewide Important Only Prime Farmland Soil Unit Alignment Soil Unit Bernard Clay Loam, Lake Charles Clay (0% to 1%), Lake Charles Clay (1% to 5%), Bernard-Edna Complex, Morey Edna Fine Silt Loam (0% to Northern 2 Silt Loam, Leton Loam, Bernard Clay Loam, Morey-Leton 1%), Morey Silt Loam Complex, Bacliff Clay Lake Charles Clay (1% to 5%), Bernard-Edna Complex, Edna Fine Silt Loam (0% to Leton-Aris Complex, Bernard-Edna Complex, Bernard Clay Central 1%), Verland Silty Clay Loam, Loam, Lake Charles Clay (0% to 1%), Mocarey-Cieno Edna Fine Sandy Loam Complex, Mocarey-Algoa Complex Lake Charles Clay (1% to 5%), Bernard-Edna Complex, Edna Fine Silt Loam (0% to Bacliff Clay (0% to 1%), Leton Loam, Leton-Aris Complex, 1%), Aris Fine Silt Loam, Central-South Bernard Clay Loam, Lake Charles Clay (0% to 1%), Verland Silty Clay Loam, Edna Mocarey-Cieno Complex, Mocarey-Algoa Complex Fine Sandy Loam Aris Fine Silt Loam, Edna fine Lake Charles Clay (1% to 5%), Bernard-Edna Complex, silt loam (1% to 5%), Edna Fine Southern Morey Silt Loam, Leton Loam, Lake Charles Clay (0% to Silt Loam (0% to 1%), Verland 1%) Silty Clay Loam Bernard Clay Loam, Lake Charles Clay (0% to 1%), Edna-Aris Complex, Edna Fine Southern 2 Bernard-Edna Complex, Leton Loam Silt Loam (0% to 1%) Lake Charles Clay (1% to 5%), Bernard-Edna Complex, Edna Fine Silt Loam (0% to Leton Loam, Leton-Aris Complex, Bernard Clay Loam, 1%), Aris Fine Silt Loam, South-New Lake Charles Clay (0% to 1%), Mocarey-Cieno Complex, Verland Silty Clay Loam, Edna Mocarey-Algoa Complex Fine Sandy Loam

Source: SH 99 Segment B Study Team.

No impacts are expected under the No-Build Alternative; however, other types of development other than transporation use may occure within the SH 99 Study Area that could be impacted by farmland soils.

4.3 SOCIAL CHARACTERISTICS 4.3.1 Population and Demographics No residential, business, or other relocations would be required under the No-Build Alternative. Under the Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives, there would potentially be 56, 53, 13, 9, 13, 18, and 130 residential relocations, respectively (see Section 4.3.4). Since there is adequate available housing within the proposed SH 99 Segment B Social Economic Study Area to accommodate these residential relocations, it would be anticipated that residents required to relocate would do so within the Social Economic Study Area, most likely within Brazoria or Galveston counties (see Section 4.3.4). The existing population of the Social Economic Study Area would not be altered as a result of implementation of the proposed SH 99 Segment B under any of the seven Alternative Alignments or the No-Build Alternative. In addition, it is expected that the overall racial/ethnic distribution of the population and other demographic factors would not be affected by any of the seven Alternative Alignments or the No-Build Alternative.

Environmental Consequences 4-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Implementation of the proposed SH 99 Segment B would provide additional access within the study area, which may induce growth and development in the long-term. Growth and development are the principal secondary impacts related to new highway and highway improvement projects. As discussed in Section 3.1, the proposed SH 99 Segment B’s Social Economic Study Area for population (as indicated by the total number of households) and employment growth includes Brazoria County RAZs 169 through 172 and portions of RAZs 167 and 168 as well as Galveston County RAZs 173, 174, and 178. The Social Economic Study Area is shown on Exhibit 3-1. The projected increase in the number of households and total employment within the Social Economic Study Area by year 2025 for the Northern, Central, Southern, and No-Build alternatives is presented in Table 4-4.

At the time the University of Houston study was conducted, the Northern, Central, and Southern alternatives were proposed as candidate alternatives (University of Houston 2003). Subsequent to the study, continued coordination and public involvement resulted in the development of four additional Alternative Alignments, the Central-South, South-New, Northern 2, and Southern 2. The proximity of these four alternatives to the Northern, Central, and Southern alternatives in the Social Economic Study Area suggests that projected household and employment growth would be similar to that projected for the Northern, Central, and Southern alternatives.

TABLE 4-4 PROJECTED INCREASE IN NUMBER OF HOUSEHOLDS AND TOTAL EMPLOYMENT WITHIN THE SOCIAL ECONOMIC STUDY AREA (2004 – 2025) Number of Projected Number of Households and Total Employment per Alternative RAZ Households Northern Central Southern No-Build in 2004 2025 Change 2025 Change 2025 Change 2025 Change Number of Households by RAZ: Brazoria County RAZs 1671 7,341 9,114 24% 9,114 24% 9,339 27% 9,084 24% 1681 1,037 2,110 103% 2,122 105% 2,809 171% 2,122 105% 169 2,909 8,827 203% 9,560 229% 10,948 276% 6,799 134% 170 14,938 27,020 81% 28,498 91% 29,180 95% 26,000 74% 171 8,800 21,191 141% 21,071 139% 21,051 139% 21,051 139% 172 16,675 25,078 50% 24,601 48% 24,414 46% 24,247 45% Subtotal 43,322 93,340 115% 94,966 119% 97,741 126% 89,303 106% Number of Households by RAZ: Galveston County RAZs 173 7,779 10,774 39% 10,724 38% 10,629 37% 9,901 27% 174 7,076 14,625 107% 14,627 107% 14,647 107% 13,148 86% 178 7,450 12,123 63% 12,123 63% 12,123 63% 12,123 63% Subtotal 22,305 37,522 68% 37,474 68% 37,399 68% 35,172 58% Total 65,627 130,862 99% 132,440 102% 135,140 106% 124,475 90% Total Employment By RAZ: Brazoria County RAZs 1671 2,085 6,063 191% 6,331 204% 6,768 225% 4,711 126%

Environmental Consequences 4-6 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Number of Projected Number of Households and Total Employment per Alternative RAZ Households Northern Central Southern No-Build in 2004 2025 Change 2025 Change 2025 Change 2025 Change 1681 12,200 25,212 107% 25,987 113% 25,655 110% 24,137 98% 169 1,692 5,492 225% 5,296 213% 5,204 208% 5,204 208% 170 11,997 19,774 65% 19,581 63% 19,470 62% 19,347 61% 171 6,069 11,779 94% 11,779 94% 11,929 97% 11,779 94% 172 254 947 273% 959 278% 1,178 364% 959 278% Subtotal 34,297 69,267 102% 69,933 104% 70,204 105% 66,137 93% Total Employment By RAZ: Galveston County RAZs 173 5,892 9,408 60% 9,408 60% 9,368 59% 9,368 59% 174 2,640 9,138 246% 9,128 246% 9,118 245% 8,098 207% 178 3,847 8,234 114% 8,234 114% 8,234 114% 8,234 114% Subtotal 12,379 26,780 116% 26,770 116% 26,720 116% 25,700 108% Total 46,676 96,047 106% 96,703 107% 96,924 108% 91,837 97%

Notes: 1Totals are not for the entire RAZ because only some of the TAZs within RAZs 167 and 168 were used for this analysis. RAZ = Regional Analysis Zone; TAZ = Transportation Analysis Zone. Source: University of Houston 2003.

The projected level of growth in total households and employment from 2004 to 2025 within the proposed SH 99 Segment B Social Economic Study Area is shown graphically on Exhibit 4-5 through Exhibit 4-12. The projected growth under the No-Build Alternative represents the baseline level of growth that is expected within the Social Economic Study Area, even if none of the seven Alternative Alignments were to be implemented (Exhibit 4-5 and Exhibit 4-6). For this baseline level of projected household and employment growth, the TAZ’s within the Social Economic Study Area were ranked according to five categories: very high, high, moderate, low, and minimal. Very high growth TAZs have growth that is more than three times the Social Economic Study Area’s average, and high growth TAZs have expected growth that is approximately twice the overall Social Economic Study Area’s average. Moderate growth is growth that is at or near the Social Economic Study Area average, and low growth is below the average. Minimal growth TAZs are those with an average annual growth rate of less than 0.5 percent, and also those with gains of household populations of less than 50 percent and gains in employment of less than 25 percent (University of Houston 2003).

Exhibit 4-7 through Exhibit 4-12 show the level of impact that the Northern, Central, and Southern alternatives would have on projected household and employment growth within the Social Economic Study Area. Projected impacts on the TAZs were ranked according to six categories: very high, high, moderate, low, none, and negative. The sixth category (“negative”) was added for the few cases where the proposed SH 99 Segment B would be expected to produce minor negative growth effects. Similar to those

Environmental Consequences 4-7 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South categories shown on Exhibit 4-5 and Exhibit 4-6 for the No-Build Alternative, the categorization for the seven Alternative Alignments is based upon the percent change in households and employment, the absolute change in households and employment, and the intensity of the change in households and employment, as measured by induced growth in households and employment on a per square mile basis (University of Houston 2003).

Exhibit 4-7 through Exhibit 4-12 show the level of impact that the Northern, Central, and Southern alternatives would have on the growth that is already projected within the Social Economic Study Area (Exhibit 4-5 and Exhibit 4-6), not the level of growth that would be induced by these alternatives. For example, the triangular-shaped TAZ that is bound by SH 35, FM 2403, and FM 2917 (south of the City of Alvin) within RAZ 170 is projected to experience low employment growth by 2025 under the No-Build Alternative (i.e., the baseline level of growth) (Exhibit 4-5). The Northern Alternative would have no effect on this projected employment growth (Exhibit 4-7). In contrast, the Central Alternative would have a high effect and the Southern Alternative would have a very high effect on the projected employment growth in RAZ 170 (Exhibit 4-9 and Exhibit 4-11). Therefore, this TAZ is projected to experience low growth under the No-Build Alternative, and the Southern Alternative would have the greatest effect on this projected employment growth, as compared to the Northern and Central alternatives (University of Houston 2003).

Under the seven Alternative Alignments, the impact that the proposed SH 99 Segment B would have on household and employment growth is measured within the context of the current growth and development trends within the Social Economic Study Area, where growth is expanding out from the central city (Houston) toward suburban and rural areas (Appendix B of this EIS). The existing growth and development trends are expected to continue within the Social Economic Study Area.

The primary impact that the proposed SH 99 Segment B would have within the Social Economic Study Area under any of the seven Alternative Alignments, would be, in most cases, an acceleration of the already projected growth because of improved mobility and accessibility within the Social Economic Study Area. However, as shown on Exhibit 4-7, the Northern Alternative may cause a deceleration of the employment growth rate in some of the TAZs. High growth rates are already projected for the Social Economic Study Area due to past mobility improvements, such as the completion of SH 288 and improvements to IH 45 South, within the last decade. Most of the projected population and employment growth within the Social Economic Study Area’s various TAZs will occur, as increases in population and employment are expected to continue. It is anticipated that this growth will generally cluster near population concentrations, as well as around the major highway intersections, the Friendswood/League

Environmental Consequences 4-8 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

City area, the Pearland area, the SH 288 corridor, and the general City of Alvin area (University of Houston 2003).

In general, the impact on growth within the Social Economic Study Area as a result of implementation of any of the seven Alternative Alignments would be relatively modest, with the greatest impacts occurring near the major intersections of SH 99 Segment B with SH 288, SH 6, and IH 45 South. However, the level of impact would increase with the Central and Southern Alternatives when compared to the Northern Alternative, since the Central and Southern Alternatives would increase accessibility to a progressively larger area of undeveloped land that might not have been developed within the next 20 years (University of Houston 2003).

As discussed previously, the population within the Social Economic Study Area is expected to continue to grow as the area further develops. Under the No-Build Alternative, the rate of growth and development in the Social Economic Study Area would occur more slowly in most areas than under the seven Alternative Alignments analyzed in the University of Houston study because the lack of roadway access to some undeveloped portions of the study area (Table 4-4) (University of Houston 2003).

4.3.2 Neighborhoods and Community Cohesion As defined in FHWA Technical Advisory T6640.8A, changes in community cohesion as a result of highway construction and improvements may be beneficial or adverse. Changes in community cohesion may include splitting neighborhoods, isolating a portion of a neighborhood or an ethnic group, generating new development, changing property values, terminating residential roads, and separating residents from community facilities.

There are 53 named residential subdivisions, multi-family/apartment areas, and mobile home communities within the proposed SH 99 Segment B study area. There are also a number of individual residences, multi-family/apartment communities, and residential areas that are not named, some of which are in close proximity to one or more of the seven Alternative Alignments (Exhibit 2-10). All seven Alternative Alignments would require residential and business relocations (Section 4.3.4); however, no schools, hospitals, cemeteries, parks, libraries, or police stations would require relocation. The Southern 2 Alternative would displace three churches and the Alvin VFD Station 3, as discussed in Section 4.3.3. The seven Alternative Alignments have the potential to cause the following effects on community cohesion:

Environmental Consequences 4-9 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Overall improved public safety (e.g., improved mobility of emergency vehicles by relieving congestion and providing an alternative evacuation route in case of regional emergencies, such as major storm events);  Potential change in property values adjacent to the proposed SH 99 Segment B;  Increased development potential in areas that currently have limited access;  A temporary increase in noise (Section 4.7), dust, and traffic congestion during construction (Section 4.21);  Potential increase in traffic noise after construction is complete;  Changes in access in some of the areas where an alternative follows an existing roadway;  Degradation of aesthetics and community character (Section 4.19), particularly in the areas of residential relocations (Exhibit 4-13); and  Splitting neighborhoods and/or isolating residential segments due to the proposed SH 99 Segment B’s location within residential areas and required relocations (housing availability and residential relocations are discussed in Section 4.3).

Single-family and multi-family/apartment communities adjacent to the seven Alternative Alignments would potentially be impacted by an increase in traffic noise due to the proposed SH 99 Segment B. In order to assess traffic noise impacts to communities in the proposed SH 99 Segment B study area; single- family homes and multi-family communities were identified within the 66 dBA contour line (i.e., noise abatement criteria for residential areas), as discussed in more detail in Section 4.7. Some of the residential homes located within the 66 dBA contour may be displaced by ROW acquisition and, therefore, would not be impacted by traffic noise as a result of the proposed SH 99 Segment B. Although these residential areas are discussed as potentially being impacted in the DEIS, mitigation measures would be examined to minimize noise impacts to these residential areas during the Final Environmental Impact Statement (FEIS) phase of the proposed SH 99 Segment B.

As discussed in Section 3.18, potential visual and aesthetic impacts of the proposed SH 99 Segment B would result from construction of the new roadway, elevated bridges/, lighting, and associated toll collection facilities. It would be expected that the visual and aesthetic impacts due to the proposed SH 99 Segment B could impact nearby residents, including single-family and multi-family/apartment communities.

During construction, short-term impacts would occur due to the movement of workers, equipment, and materials through the SH 99 Study Area. Construction noise and dust as well as temporary disruption of traffic on local roads would temporarily affect residents, businesses, and farming operations in the

Environmental Consequences 4-10 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South vicinity of the proposed SH 99 Segment B. These temporary impacts would primarily occur in areas where a proposed alternative follows or crosses an existing road. Coordination between TxDOT and landowners regarding construction scheduling and access to the construction site and ROW would help minimize such temporary disruptions.

Single-family, multi-family/apartment communities, and residents living in rural areas would potentially be impacted by residential displacements, loss of property, a potential increase in traffic noise, visual and aesthetic impacts, and short-term construction impacts. However, development the proposed SH 99 Segment B would benefit adjacent neighborhoods by improving mobility. Anticipated improved mobility and accessibility would benefit the overall proposed SH 99 Segment B study area including nearby communities.

The No-Build Alternative would not directly affect neighborhoods or community cohesion within the proposed SH 99 Segment B study area, which is expected to continue to develop. In the long-term, as an indirect effect of the No-Build Alternative and the continued development within the study area, persons living in the neighborhoods within the study area would be impacted by increased traffic congestion, reduced area mobility, and increased traffic delays during an emergency evacuation.

4.3.3 Community/Public Resources Community and public resources including schools, colleges, churches, cemeteries, parks, and recreational areas were identified within the proposed SH 99 Segment B study area. Some public or community facilities are located directly adjacent to or in the immediate vicinity of the seven Alternative Alignments (Section 3.3.3 and Exhibit 3-6). However, only one public park would be directly affected by the South-New Alternative, as discussed in Section 4.3.3.5. Three churches would be displaced by the Southern 2 Alternative. No other community or public facilities would be impacted by any of the seven Alternative Alignments. In the short-term, there may be an increase in traffic congestion and potential changes in traffic patterns in the vicinity of community and public facilities during construction. These effects would be temporary, and access to community and public facilities would be maintained during construction activities. Some of these facilities may be impacted by traffic noise. Impacts related to traffic noise are discussed in Section 4.7. Visual aesthetics for those facilities located directly adjacent to the seven Alternative Alignments may be affected, as discussed in Section 4.19. There would be no direct impacts to public or community facilities as a result of the implementation of the No-Build Alternative.

4.3.3.1 Schools There are no public or private schools located within the proposed ROWs of the seven Alternative

Environmental Consequences 4-11 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Alignments. The closest schools are within the Alvin ISD. Longfellow Elementary School and Mark Twain Primary School are located more than 500 feet from the Central, Central-South, Southern 2, and South-New alternatives. Alvin Junior High School, Alvin Primary School, and Alvin Elementary School are located approximately 0.4 mile from the Southern 2 Alternative west of SH 35. ACC’s Continuing Education Center inside the Nolan Ryan Center is only 25 feet from the ROW of the Central, Central- South, and South-New alternatives (Exhibit 3-6). Existing school bus routes may require alteration to accommodate roadway system changes for any of the seven Alternative Alignments. In the long-term, implementation of any of the seven Alternative Alignments could improve school bus service within the various ISDs by improving access to rural areas and area-wide mobility. There would be no impact to schools as a result of implementation of the No-Build Alternative.

4.3.3.2 Police Protection, Fire Protection, and Medical Services The Alvin VFD Station 3, located at 2700 FM 1462, is partly within the ROW of Southern 2 Alternative and would be displaced as a result of implementation of this Alternative. There are no other police stations, fire stations, or EMS facilities located within or immediately adjacent to the proposed ROWs of the seven Alternative Alignments that would be displaced if any of these alternatives were to be selected as the preferred alternative (Exhibit 3-6). In the short-term, there may be an increase in traffic congestion and potential changes in traffic patterns in the vicinity of these facilities during construction, which could possibly cause temporary delays for emergency responders. Emergency service providers (police protection, fire protection, and EMS) would receive notification and accommodations prior to roadway construction or ramp closings. With this information, emergency responders can plan their detours in advance of an emergency situation.

In the long-term, under any of the seven Alternative Alignments, the proposed SH 99 Segment B would provide improved police protection, fire protection, and EMS access to rural areas by providing new or improved access to areas that previously had no access or limited access because of the absence of major roads. However, by the addition of another thoroughfare there is the potential for traffic accidents to occur, thereby potentially causing additional emergency response needs along the roadway. In addition, the proposed SH 99 Segment B would improve public safety within the region by providing an alternative evacuation route in case of regional emergencies, such as during a hurricane evacuation.

Under the No-Build Alternative, new or improved access to rural areas would not be provided, and there would not be an additional emergency evacuation route within the area. Residential and commercial development is projected to increase within the proposed SH 99 Segment B study area. This development

Environmental Consequences 4-12 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South would cause further traffic congestion and could worsen response times of emergency management personnel in the area.

4.3.3.3 Churches Three churches are located within the proposed ROW of the Southern 2 Alternative. The Victorious Living Christian Center is located at the intersection of FM 1462 and East Sandy Meadows Drive. Alvin Lutheran Church is located at the intersection of FM 1462 and Rosharon Road, and Kingdom Hall of Jehovah’s Witnesses Church is located at the intersection of CR 351 and FM 517 (Exhibit 3-6). There are no other religious facilities located within the proposed ROWs of the seven Alternative Alignments. The Christian Center Church (also known as Iglesia Filadelfia Christiana Evangelica) is located approximately 900 feet northwest of the Central, Central-South, and South-New alternatives. Faith Community Church is located approximately 2,000 feet south of the intersection that would be formed by FM 528 with the Northern and Northern 2 alternatives. No churches or other places of worship were identified in the immediate vicinity of the Southern Alternative. The three church facilities within the proposed ROW of the Southern 2 Alternative would be displaced as a result of implementation of the proposed SH 99 Segment B. No churches would be displaced by the Northern, Northern 2, Central, Central-South, South- New, Southern, or No-Build alternatives.

4.3.3.4 Cemeteries There are no cemeteries located within the proposed ROWs of the seven Alternative Alignments. The Confederate Cemetery, located adjacent to SH 35 in the City of Alvin, is approximately 30 to 50 feet west of the Central, Central-South, Southern 2, and South-New alternatives (Exhibit 3-6). There would be no impact to cemeteries as a result of implementation of the seven Alternative Alignments or the No-Build Alternative.

4.3.3.5 Parks and Recreation There are no parks or recreational facilities located within the proposed ROWs of the Northern, Northern 2, Central, Central-South, Southern 2, or Southern alternatives. The proposed ROW of the South-New Alternative is directly adjacent to Camp Mohawk on the west and includes a TxDOT-owned roadside rest area on the east. Outside of the ROW of the proposed South-New Alternative is a public boat ramp located approximately 0.10 mile east of the South-New Alternative ROW (Exhibit 3-6). Camp Mohawk and the public boat ramp are both owned by Brazoria County. Camp Mohawk is located adjacent to the proposed South-New and Southern alternatives (Exhibit 3-6), approximately 120 feet south of the Southern Alternative and directly adjacent to the South-New Alternative. The TxDOT-owned roadside rest area is adjacent to SH 35, located east of SH 35. The associated boat ramp is approximately

Environmental Consequences 4-13 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

0.20 mile from SH 35 (Exhibit 3-6). If the Southern Alternative is selected as the preferred alternative, accessibility to Camp Mohawk would be improved because additional access to Camp Mohawk could be made available from the north side of the park. Currently, the park is only accessible from SH 35. Because a portion of the Camp Mohawk property is directly adjacent to the South-New Alternative, acquisition of ROW for this Alternative may impact a portion of the Camp Mohawk property. ROW for this Alternative would not be expected to impact the boat ramp owned by Brazoria County. Should the South-New Alternative be selected as the preferred alternative, a Section 4(f) review may be required if it is found that there are impacts to constructive use of the parkland (e.g., noise impacts, aesthetic features, restriction of access, etc.). A historical marker is located within the TxDOT roadside rest area and may need to be relocated to accommodate the shift in the South-New Alternative, if selected as the preferred alternative.

Directly adjacent to the Central, Central-South, and South-New alternatives are the Thelma Ley Anderson Family YMCA facility and the Nolan Ryan Center. If the future planned YMCA is constructed, it would be located approximately 30 feet east of the Central, Central-South, and South-New alternatives. The Nolan Ryan Center is located approximately 25 feet east of the ROW for the Central, Central-South, and South-New alternatives.

There would be no impact to parks or recreational facilities as a result of implementation of the No-Build Alternative.

4.3.3.6 Traffic and Public Safety The proposed SH 99 Segment B would be expected to improve mobility, public safety, and efficiency of the roadway systems within the proposed SH 99 Segment B study area. As discussed in Section 1.2.2, the proposed SH 99 Segment B is needed to relieve traffic congestion occurring in and near cities within the study area and provide an additional emergency evacuation route.

Some existing roads in the proposed SH 99 Segment B study area have undesirable geometric and access characteristics that may not effectively accommodate large increases in traffic volumes. Planned development in the City of League City, City of Friendswood, and areas adjacent to SH 288 would benefit from improved mobility. Implementation of any of the seven Alternative Alignments would provide an additional four-lane, at-grade, controlled access highway with a typical 400-foot ROW to move anticipated traffic in the study area.

Currently, SH 288 is the primary evacuation route for Brazoria County, and IH 45 South is the primary evacuation route for Galveston County. However, use of these routes during an emergency evacuation

Environmental Consequences 4-14 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South may not be efficient because both routes lead evacuating traffic into the already congested greater Houston metropolitan area. Construction of SH 99 Segment C from SH 288 to US 59 South was incorporated into a traffic model to predict a large-scale emergency evacuation for 2022 traffic. As discussed in Section 1.2.2, construction of SH 99 Segment B and Segment C in combination would significantly reduce travel times during regional emergencies, such as tropical storms and hurricanes.

In the short-term, traffic congestion may occur near construction areas; however, a through-traffic travel route would be maintained or roadway detours would be provided. In the long-term, public safety would be improved and traffic congestion would be decreased within the proposed SH 99 Segment B study area as a result of implementation of any of the seven Alternative Alignments.

Under the No-Build Alternative, there would not be an additional route to relieve traffic congestion and to provide an additional evacuation route within the proposed SH 99 Segment B study area and outlying areas. Residential and commercial development is projected to increase within the study area, which will cause further traffic congestion and could worsen response times of emergency management personnel in the area.

4.3.3.7 Travel Patterns and Accessibility Existing conditions of current roadways provided a basis for the development of the seven Alternative Alignments to accommodate future traffic. The Northern, Northern 2 Central, Central-South, South-New, Southern, and Southern 2 alternatives cross an estimated 16, 17, 21, 18, 18, 18, and 55 principal and minor arterial roads and collector roadways, respectively. Using existing year 2001 and year 2002 traffic data provided by the TxDOT Transportation Planning and Programming Division, traffic conditions were modeled and a LOS analysis was conducted using the methodology found in the 2000 edition of the Highway Capacity Manual (FHWA 2000). Based on the results of the analysis, several roadway facilities were identified as being near or over capacity, which include FM 646, FM 528, FM 518, and IH 45 South (Exhibit 2-2). Other roads, such as FM 517 and FM 1462, could potentially experience congested conditions due to increased traffic.

The proposed SH 99 Segment B would improve mobility for some rural areas and provide route alternatives for over-utilized roadways. Travel patterns in the proposed SH 99 Segment B study area would be impacted by implementation of any of the seven Alternative Alignments. Roadways such as SH 35 and SH 6 have additional capacity, but existing roadside development and numbers of traffic signals affect the mobility and travel time along these corridors. Travel patterns could change in the short- term during construction. As previously discussed, the proposed SH 99 Segment B would improve

Environmental Consequences 4-15 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South accessibility and regional mobility during emergency situations, such as during a hurricane evacuation. Overall, existing east-to-west travel patterns through the study area are discontinuous and not well-suited for longer-trip regional roadway access, such as would be provided by the proposed SH 99 Segment B under any of the seven Alternative Alignments.

Under the No-Build Alternative, additional access within the proposed SH 99 Segment B study area would not be provided; regional mobility would not be improved; and travel patterns would continue similar to existing conditions. Traffic congestion would continue to worsen within the study area, particularly within populated areas such as the City of Alvin and in those areas that are projected to have high levels of household and employment growth (Exhibit 4-5 and Exhibit 4-6).

4.3.4 Displacements and Relocations The proposed Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives would require 1,125; 1,029; 1,034; 1,109; 1,182; 1,366; and 803 acres of additional ROW, respectively. Potential residential and business relocations, listed in Table 4-5, are based on review of aerial photographs (H-GAC 2008d) and site reconnaissance conducted in October 2009 via public roadways.

TABLE 4-5 POTENTIAL RESIDENTIAL AND BUSINESS RELOCATIONS Alternative Number and Type of Relocation Alignment Relocations Name/Type Of Business Other Displacement 1. Tri-City Emporium and Antiques Residential: 2. Paint Shop Business 56 (52 single- 3. Premium Building Co family homes, 4. Allied Tower Company 1. Utility structure Northern 4 mobile homes) 5. Sprint Sand & Clay Mobile Office 6. Capital One Bank Business: 8 7. Alvin Storage 8. Diamond Shamrock 1. Black Warrior Wireline Corp 2. Sundance Riding (Horse Training) Residential: 3.Tri City Emporium and Antiques 53 (49 single- 4. Paint Business family homes, 1. Utility structure 5. Premium Building Co Northern 2 4 mobile 2. Pipeline equipment 6. Allied Tower Company homes) building 7. Sprint Sand & Clay Mobile Office Business: 10 8. Capital One Bank 9. Alvin Storage 10. Diamond Shamrock Residential: 13 (8 single- 1. Houk Roofing family homes, 1. Utility structure Central 2. Capital One Bank 5 mobile 2. Park-n-ride parking lot homes) 3. Diamond Shamrock

Environmental Consequences 4-16 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Alternative Number and Type of Relocation Alignment Relocations Name/Type Of Business Other Displacement Business: 3

1. Utility structure Residential: 2. Natural Gas tank battery 9 (7 single- and compressor station family homes, 1. Capital One Bank 3. Parking-n-ride parking Central-South 2 mobile lot 2. Diamond Shamrock homes) 4. RC Lapis Operations, Inc 126726 E.L. Summer Business: 2 Lease 19th Hole Production (oil & gas well)

1. Chevron Gas Station Residential: 2. J.C. Vacuum Service 1. Cell tower 13 (1 single- 3. All States Custom Warehouse 2. Historical marker and family home, 4. Best Buy Fireworks roadside rest area South-New 12 mobile 5. Uncle’s Roadhouse 3. Utility structure homes) 6. Alvin Discount Computer 4. TxDOT Park-n-ride 7. Capital One Bank parking lot Business: 9 8. Shamrock Gas/Alvin Foodmart 2 9. Diamond Shamrock

Residential: 1. Apex 18 (15 single- 2. Resum (Mobile Field Office) family homes, 3. Gulf Coast Chemical, Inc. Southern 3 mobile 1. Utility structure homes) 4. Texas Fun Wheels 5. Capital One Bank Business: 6 6. Diamond Shamrock

Environmental Consequences 4-17 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Alternative Number and Type of Relocation Alignment Relocations Name/Type Of Business Other Displacement

1. A&H Automotive 2. Business shopping Center: Texas Seafood, Conoco gas station1 3. Advantage Framing and Construction 4. Closed business (no name) 5. Action Auto Clinic 6. Gas Station and store 7. Jim Bennett Attorney at Law 8. Whitt Septic 9. Lonestar Diesel & Automotive Service 10. Via Mustang Enterprises 11. Business 12. Axis Northern Industrial Services 13. Triple T 14. Winston Wrecker 15. Veterinary Hospital of Alvin (two buildings) 16. Chevron Gas Station and store 1. Alvin Lutheran Church 17. Williams Auto Services 2. Kingdom Hall of 18. Highland Square Apartments business office Jehovah’s Witness Church 19. Highland Knoll’s Shopping center - Riley Donut, (Spanish name) Residential: Curves, Tan Salon, Foot Spec, H&R Block, Lib Inc Tax, 3. Exxon Mobile Pipeline 130 (95 Reliable Tax, Alpine Cleaner, and Alvin Optical1 Lift Station single-family 20. Uncle Bob’s Self Storage 4. AT&T Meter Box homes, 15 21. McDonald’s 5. Utility Structure mobile homes, 22. Shopping Strip: Tile store, and Pay Day loan1 6. City of Alvin Utility 20 multi- Southern 2 23. Allstate Insurance Office Building family 24. Alvin Express Gas Station 7. Alvin Volunteer Fire (apartment Department Station 25. Closed business units) 8. Uncle Bob’s Self 26. Yellow Jacket Construction Storage: 10 units 1 27. Busy Bee Restaurant Business: 57 9. 517 Storage: 10-20 28. Superior Energy Services units 29. Valero Gas station store 10. Victorious Living 30. Tubing and Metric Hydraulics Christian Center located 31. Larry Grimes Interests within shopping center 32. T.W. Welding and Fabrication 34. Superior Energy Service 35. Gunn Energy Service 36. STS Specialty Rental Tools & Supply 37. Woven Metal Products Inc (business office) 38. Scope Mgmt Solutions CTD 39. Closed business 40. Resum Mobile field office 41. Sue’s Art and Antiques (three buildings) 42. Process Analytical 43. Canyon Landscape & Maintenance, Inc. 44. Capital One Bank 45. Moody National Bank 46. Advantage Autoparts 47. 517 Storage 48. Diamond Shamrock Gas Station

Note: 1Each business is counted as one displacement, even if the business is located in a shopping center. Source: SH 99 Segment B Study Team.

Environmental Consequences 4-18 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

In addition to residences and businesses listed in Table 4-5, there are numerous other structures of various sizes, such as storage buildings/sheds, barns, grain dryers, and utilities, that may require relocation. No schools, hospitals, cemeteries, libraries, police stations, or public facilities would require relocation under any of the seven Alternative Alignments. However, three churches and the Alvin VFD Station 3 would require relocation under the Southern 2 Alternative. Residential, business, or other relocations would not be the direct result of implementation of the No-Build Alternative. Continued growth and development, however, could require the displacement and relocation of residents and existing structures.

The general locations of the potential residential relocations are shown on Exhibit 4-13. The proposed SH 99 Segment B study area lies primarily within six zip codes: 77511, 77583, 77578, 77573, 77546, and 77539. The number of single-family homes and townhomes/condominiums within the $10,000 to $500,000 price range that are available for sale within these six zip codes, according to the Multiple Listing Service, is presented in Table 4-6. The housing units listed in Table 4-6 contain at least two bedrooms and one full bathroom. There are a total of approximately 1,506 single-family homes and 46 townhomes/condominiums that meet these criteria and are available for sale within the six study area zip codes as of September 2009 (National Association of Realtors 2009). In addition, much of the land immediately adjacent to the seven Alternative Alignments is undeveloped land, which could be available for purchase or lease for new home construction or mobile home relocation. Adequate housing exists in the study area to accommodate the potential residential relocations required as a result of implementation of any of the seven Alternative Alignments.

TABLE 4-6 HOUSING AVAILABILITY WITHIN THE STUDY AREA ZIP CODES Zip Codes Price Range Total 77511 77583 77578 77546 77539 77573 Single-Family Homes $10,000 - $50,000 4 1 1 0 7 1 14 $50,000 - $100,000 35 12 3 9 35 15 109 $100,000 - $150,000 65 31 13 57 92 72 330 $150,000 - $200,000 53 38 46 47 80 98 362 $200,000 - $250,000 15 25 31 29 29 100 229 $250,000 - $300,000 10 24 15 37 15 91 192 $300,000 - $350,000 4 8 7 28 4 49 100 $350,000 - $400,000 7 7 3 31 6 28 82 $400,000 - $450,000 3 2 5 22 2 13 47 $450,000 - $500,000 2 1 0 19 3 16 41 Total 198 149 124 279 273 483 1,506 Townhomes/Condominiums $10,000 - $50,000 0 0 0 1 0 0 1 $50,000 - $100,000 0 0 0 4 6 5 15

Environmental Consequences 4-19 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Zip Codes Price Range Total 77511 77583 77578 77546 77539 77573 $100,000 - $150,000 2 0 0 7 7 4 20 $150,000 - $200,000 0 0 0 0 0 7 7 $200,000 - $250,000 0 0 0 0 0 1 1 $250,000 - $300,000 0 0 0 0 0 1 1 $300,000 - $350,000 0 0 0 0 0 1 1 $350,000 - $400,000 0 0 0 0 0 0 0 $400,000 - $450,000 0 0 0 0 0 0 0 $450,000 - $500,000 0 0 0 0 0 0 0 Total 2 0 0 12 13 19 46

Note: Listings as of September 2009. All housing units listed contain at least two bedrooms and one full bathroom. Source: National Association of Realtors 2009.

There are available commercial, retail, and industrial properties, and vacant land for sale or for lease within the six main zip codes in the proposed SH 99 Segment B study area to accommodate relocation of potentially displaced businesses, as shown in Table 4-7.

TABLE 4-7 BUSINESS PROPERTIES/LAND FOR SALE OR LEASE WITHIN THE STUDY AREA ZIP CODES Type of Property 77511 77583 77578 77573 77546 77539 Total (For Sale or Lease) For Sale Retail Properties 4 2 0 8 2 4 20 Office Properties 9 0 1 3 1 4 18 Industrial Properties 3 1 1 0 2 0 7 Land 42 54 17 38 7 25 183 Total Properties 58 57 19 49 12 33 228 For Lease Retail Properties 6 1 0 23 2 2 34 Office Properties 4 0 0 6 3 0 13 Industrial Properties 0 1 0 0 0 0 1 Land 1 1 1 1 1 0 5 Total Properties 11 3 1 30 6 2 53 Total Available 69 60 20 79 18 35 281 Properties

Source: Houston Association of Realtors 2009.

As of December 2009, the Houston Association of Realtors listed the properties shown above in Table 4-7 within the six primary proposed SH 99 Segment B study area zip codes (77511, 77583, 77578, 77573, 77546, and 77539). Some of these properties contain one or more buildings and some consist of undeveloped land that has been zoned or designated for retail/office or industrial uses (Houston

Environmental Consequences 4-20 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Association of Realtors 2009). These properties represent listings by the Houston Association of Realtors, and it is likely that there are other retail/office and industrial properties that are available for sale or for lease other than those listed.

Uniform Relocation and Real Property Acquisition Policies Act of 1970 TxDOT’s acquisition and relocation assistance program would provide assistance to residents and businesses that are required to relocate. The relocation assistance program is conducted in accordance with the Uniform Relocation and Real Property Acquisition Policies Act of 1970, as amended. Relocation resources are available, without discrimination, to all residents and businesses required to relocate as a result of implementation of the proposed SH 99 Segment B. No person would be displaced by the proposed SH 99 Segment B unless and until adequate replacement housing has already been provided or is in place. Replacement housing would be fair housing and would be offered to all displaced persons regardless of their race, color, religion, sex, or national origin. All replacement housing would be decent, safe, and sanitary, without causing undue financial hardship. An adequate supply of housing meeting this description is anticipated for the proposed SH 99 Segment B either through existing homes for sale or new home sites in the study area.

4.3.5 Environmental Justice (EJ) EO 12898, Federal Actions to Address Environmental Justice (EJ) in Minority Populations and Low-Income Populations, mandates that federal agencies identify and address, as appropriate, disproportionately high and adverse human health or environmental effects of programs on minority and low-income populations (59 FR 7629-7633, February 16, 1994). A minority population is defined as a group of people and/or a community experiencing common conditions of exposure or impact that consist of persons classified by the U.S. Census Bureau as Black, Asian, American Indian or Alaska Native, Hispanic, or other non-white persons, including those persons of two or more races. A low-income population is defined as a group of people and/or a community that, as a whole, lives below the national poverty threshold. The poverty guideline for a family of four people in 2000 (in the 48 contiguous states), as defined by the U.S. Department of Health and Human Services, was a total annual household income of $17,050, which increased to $23,050 in 2012. For purposes of determining low-income individuals, U.S. poverty thresholds for 1999 were used. The poverty threshold for a family of four people in 1999, as defined by the U.S. Census Bureau, was a total annual household income of $17,029, which increased to $23,050 in 2012 (U.S. Department of Health and Human Services 2012).

According to FHWA Order 6640.23 and the DOT Order 5610.2, disproportionately high and adverse effects on minority or low-income populations generally means an adverse effect that is predominantly

Environmental Consequences 4-21 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South borne by a minority population and/or low-income population, or would be suffered by the minority population and/or low-income population, and is appreciably more severe or greater in magnitude than the adverse effect that would be suffered by the non-minority population and/or non-low-income population (FHWA 1998).

4.3.5.1 Method of Analysis TxDOT has not directly or indirectly used criteria, methods, or practices that discriminate on the basis of race, color, or national origin in the preparation of this document. All reference material used to describe the existing environment and to evaluate potential environmental impacts is commonly available reference sources, which do not discriminate on the basis of race, color, or national origin.

4.3.5.2 Census Block Group Analysis The EJ definitions for minority and low-income populations provided in FHWA Order 6640.23 and DOT Order 5610.2 are intended to be consistent with the definitions that have been issued by the CEQ and the EPA. As defined by the CEQ and consistent with the EPA’s guidance, a minority or low-income population is present in the affected area when:

 The percentage of the population that is minority and/or low-income is 50 percent or more, or  The minority or low-income population percentage is meaningfully greater than the minority or low-income population percentage in an appropriate comparison group(s) (CEQ 1997; U.S. EPA 1998).

In order to look at minority and/or low-income populations in smaller geographic areas, individual socioeconomic data from Census blocks and block groups were analyzed. Individual Census block groups and Census blocks along the proposed SH 99 Segment B were examined to identify populations with greater than a 50 percent minority and/or low-income populations, or Census block groups with median household incomes below the 2012 poverty threshold. Racial/ethnicity data was examined at the Census block level and income data was examined at the Census block group level.

The data used in this analysis to determine the potential for disproportionate adverse impacts to minority and/or low-income populations within the proposed SH 99 Segment B study area is based on race/ethnicity data and income data (i.e., poverty threshold status) from the 2000 Census Summary Tape Files 1 and 3, respectively. Appendix G of this EIS provides the 2000 population, the racial/ethnic distribution, and poverty threshold status (i.e., low-income) for Brazoria and Galveston counties in addition to the Census tracts, block groups, and blocks that each of the seven Alternative Alignments traverse.

Environmental Consequences 4-22 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Of the 51 Census blocks traversed by the Northern Alternative, two blocks have high (i.e., more than 50 percent) minority populations. Of the 9 Census block groups located within the Northern Alternative, none of the Census block groups have high (i.e., more than 50 percent) low-income populations or low median household incomes (based on the 2012 poverty threshold). Exhibit 4-14 shows Census blocks that have a high minority population within each of the seven Alternative Alignments. In Appendix G of this EIS, cells with bold numbers show Census blocks or block groups with high minority or low-income populations. Within the two blocks with high minority populations, none of the blocks have potential residential displacements.

Of the 48 Census blocks traversed by the Northern 2 Alternative, two blocks have high (i.e., more than 50 percent) minority populations. Of the 10 Census block groups located within the Northern 2 Alternative, no block groups have high (i.e., more than 50 percent) low-income populations or low median household incomes (based on the 2012 poverty threshold). Within the two blocks with high minority populations, none of the blocks have potential residential displacements.

Of the 70 Census blocks traversed by the Central Alternative, eight blocks have high (i.e., more than 50 percent) minority populations. Of the 15 Census block groups within the Central Alternative, no block groups have high (i.e., more than 50 percent) low-income populations or low median household incomes (based on the 2012 poverty threshold). Within the eight blocks with high minority populations, none of the blocks have potential residential displacements.

Of the 61 Census blocks traversed by Central-South Alternative, five blocks have high (i.e., more than 50 percent) minority populations. Of the 12 block groups located within the Central-South Alternative, no block groups have high low-income populations (i.e., more than 50 percent) or low median household incomes (based on the 2012 poverty threshold). Within the five blocks with high minority populations, one Census block has two potential residential home displacements.

Of the 78 Census blocks traversed by the South-New Alternative, five blocks have high (i.e., more than 50 percent) minority populations. Of the 14 Census block groups within the South-New Alternative, no block groups have high (i.e., more than 50 percent) low-income populations or low median household incomes (based on the 2012 poverty threshold). Within the five blocks with high minority populations, none of the blocks have potential residential displacements.

Of the 110 Census blocks traversed by the Southern 2 Alternative, 16 blocks have high (i.e., more than 50 percent) minority populations. Of the 18 Census block groups within the Southern 2 Alternative, no block groups have high (i.e., more than 50 percent) low-income populations or low median household incomes

Environmental Consequences 4-23 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

(based on the 2012 poverty threshold). Within the 16 blocks with high minority populations, five blocks have potential residential displacements and one block has a church displacement.

Of the 46 Census blocks traversed by the Southern Alternative, three blocks have high (i.e., more than 50 percent) minority populations. Of the eight Census block groups, no block groups have high (i.e., more than 50 percent) low-income populations or low median household incomes (based on the 2012 poverty threshold). Within the three blocks with high minority populations, one block has one potential residential displacement.

Although minority individuals or populations may be affected by residential relocations, these relocation impacts and other proposed SH 99 Segment B impacts, such as noise and visual and aesthetic impacts, would occur throughout the proposed SH 99 Segment B study area, are not limited to any one Census block, and would not disproportionately affect minority or low-income individuals or populations.

As discussed in Section 3.18, potential visual and aesthetic impacts of the proposed SH 99 Segment B would result from construction of the new roadway, elevated bridges/overpasses, lighting, and associated toll collection facilities. It would be expected that the visual and aesthetic impacts due to the proposed SH 99 Segment B could impact nearby residents, including minority and low-income individuals.

Although the Central-South, Southern, and Southern 2 alternatives have displacements in high minority areas, as shown on Exhibit 4-14, residential relocations are located in various areas in each of the seven Alternative Alignments and are not focused in one area. There would be no disproportionate adverse impact to human health or environmental effects specific to any minority or low-income group or individuals as a result of implementation of any of the seven Alternative Alignments or the No-Build Alternative. The number and type of residential, business, and public facility relocations potentially required for each Alternative Alignment is shown in Table 4-5. There would be an adverse impact to any individual household that must be relocated, including minority and low-income individuals or households. However, TxDOT’s acquisition and relocation assistance program would provide assistance to residents, businesses, and public facilities that are required to relocate. Relocation resources are available, without discrimination, to all residences and businesses required to relocate. Replacement housing would be fair housing and would be offered to all displaced persons regardless of their race, color, religion, sex, or national origin.

There may be short-term, localized effects to air quality (e.g., increase in dust) and noise levels (e.g., generated by construction equipment and activities) in the immediate area adjacent to the proposed SH 99 Segment B during construction; however, these effects would be temporary and not limited to

Environmental Consequences 4-24 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South minority and low-income communities, potentially impacting all residential and business communities located in the area adjacent to the proposed SH 99 Segment B. In the long-term, the entire community and the traveling public, including minority and low-income populations, would benefit from the proposed SH 99 Segment B. Anticipated benefits include the following:

 Decreased traffic congestion on area roadways,  Improved mobility,  Addition of an emergency evacuation route in the proposed SH 99 Segment B study area,  Creation of short- and long-term jobs resulting from implementation of the proposed SH 99 Segment B, and  Improved access to community and public facilities.

While individual minority and low-income persons may be affected by the proposed SH 99 Segment B, it is not evident that implementation of the proposed SH 99 Segment B would cause disproportionate adverse impacts to minority or low-income populations. Although some community resources (e.g., churches and businesses) would be displaced by the proposed SH 99 Segment B, there would be access improvements to other community and public facilities in the proposed SH 99 Segment B study area.

It is not anticipated that there would be any direct impacts to minority or low-income populations.

4.3.5.3 Proposed SH 99 Segment B Environmental Justice (EJ) Toll Analysis As noted, the proposed SH 99 Segment B is planned as a four-mainlane controlled access toll road, with discontinuous frontage roads, located within a typical 400-foot ROW. To evaluate the potential effect of tolling on EJ populations (i.e., minority and low-income populations) within the proposed SH 99 Segment B study area, a project-level toll analysis was conducted. To complete this study, H-GAC utilized a travel demand model to identify potential toll road users and to conduct a travel time analysis for persons residing in EJ TAZs and Non-EJ TAZs. In addition, an evaluation of toll policies, toll rates, and available free facilities was conducted to fully evaluate the potential for disproportionate impacts to EJ communities.

Non-Toll Facilities The main lanes of the proposed SH 99 Segment B are proposed to be tolled. However, there are arterials within the proposed SH 99 Segment B study area that generally parallel the proposed route, including FM 1462, SH 35, and FM 517. This free roadway network, which connects SH 288 to IH 45, is comprised of local and FM roads that are generally two-lane facilities. The approximate 27-mile existing non-toll route through the study area entails traveling along SH 288 south to FM 1462, FM 1462 south to SH 35, SH 35

Environmental Consequences 4-25 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South to FM 517, and FM 517 to FM 646 (Exhibit 4-15). There are no transit services within the study area.

Toll Policies The Fort Bend County Toll Road Authority sets the toll policies for all toll roads within their jurisdiction. However they have entered into an agreement with the HCTRA to operate and maintain toll roads within Fort Bend County. As such, the toll policies as set forth by HCTRA are assumed to be applicable for the proposed SH 99 Segment B. HCTRA’s toll policies have identified various circumstances for which free passage on area toll roads is allowed to individuals, certain types of vehicles, and under special circumstances. The categories of free passage for toll roads are explained in Table 4-8.

TABLE 4-8 CATEGORIES OF FREE PASSAGE ON TOLL ROADS Category Description Marked police vehicles, fire department vehicles, and ambulances. Authorized emergency vehicles identified in Texas Transportation Code §541.201 Vehicles designated by the Department of Public Safety as emergency vehicles during disasters declared by the governor of Texas (Texas Transportation Code §546.006). Individual military vehicles and convoys (considering the technological and personnel limitations of operating the toll project) (Texas Transportation Code §362.901).  Clearly identifiable military vehicles may use the electronic tolling lanes.  Military vehicles that are not clearly identifiable should use the collector lane and “sign through” on a log maintained by the collector.  Military vehicles that are not clearly identifiable will not be allowed free passage on toll roads where there are no collector lanes. Vehicles that are part of a funeral procession, provided that: Vehicles Vehicles  HCTRA is notified at least 24 hours in advance;  HCTRA’s Director determines that it is in the interest of public safety that the procession be routed onto the toll road system;  The procession is escorted by certified peace officers; and  The procession enters and exits the toll road system outside of these hours: Monday through Friday, 6:00 a.m. to 9:00 a.m. and 4:00 p.m. to 7:00 p.m. Processions and motorcades for heads-of-state and dignitaries (if the procession/motorcade is escorted by the U.S. Secret Service, Texas Department of Public Safety, or other law enforcement agency responsible for safety and security). Harris County owned/leased vehicles while used in the performance of County business. Current federal and state military members with Military ID are permitted free passage through collector lanes.  Requires presenting valid military ID and signing a non-revenue sheet.  Free passage not available on Toll Roads with no collector lanes or through combination collector/electronic tolling lanes if vehicle is equipped with an EZ TAG device.

Individuals Individuals HCTRA employees who must incur a toll to access or depart their duty stations at Hardy North Toll Plaza, Hardy South Toll Plaza, Sam Houston North Toll Plaza, and Sam Houston South Toll Plaza. HCTRA employees assigned to the Sam Houston or Sam Houston East Plaza,

Environmental Consequences 4-26 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Category Description whose route to work includes crossing the Toll Bridge are permitted sign through privileges for the Toll Bridge. HCTRA employees who must use the Toll Roads on HCTRA-related business (during working hours) in their private vehicles are permitted sign-through privileges upon presentation of proper authorization. The Commissioners Court authorizes free passage on the Toll Roads when there is sufficient notice of an impending catastrophic event. When the emergency or event is unexpected or unforeseen, authority is delegated to persons in the best position to exercise informed judgment as outlined below:  Large-scale emergency or calamity: The County Judge is authorized to permit free passage on part or all of the Toll Roads when a large-scale emergency or calamity (natural or man-made) threatens public safety and necessitates the immediate evacuation or relocation of large numbers of people that may obstruct or impede rapid movement on the Toll Roads.  Localized emergency or condition: In the event of a localized emergency or condition (such as refinery explosions, gas leaks, hazardous material spills, flooding, traffic accidents, lane closures, etc.) that substantially threatens public safety and mobility, an on-site Incident Management certified peace officer may permit limited free passage for a period of no more than one hour. Approval of the County Judge, Executive Director of Harris County Public Infrastructure, or the Director of HCTRA must be obtained to extend free passage beyond the initial one-hour period.  Lane and/or road closures: When closures required for construction and

Circumstances Circumstances maintenance of the Toll Roads are expected to substantially and adversely affect traffic flow and/or threaten public safety, free passage may be permitted by the Director of HCTRA, the Executive Director of Harris County Public Infrastructure, or their designee.  Ramp tolls: HCTRA may elect to not collect tolls at ramps on dates or during hours where the Director concludes that the amount of vehicle traffic at those ramps and the tolls likely to be collected do not justify the cost of assigning collectors during those times.  Opening a new road project or segment: HCTRA’s Director may designate a time period where free passage may be permitted to allow for testing of the infrastructure supporting the toll collection process. If the test period needs to exceed 45 days, HCTRA’s Director should obtain authorization from Commissioners Court to extend the test period.

Note: HCTRA=Harris County Toll Road Authority. Source: HCTRA ND.

In addition and consistent with Texas Transportation Commission Minute Order No. 82325 signed October 25, 1984, the entire Grand Parkway would serve as an additional hurricane and emergency evacuation route for the greater Houston metropolitan area. In order to alleviate congestion during mass evacuations and create safer, more efficient evacuation conditions, tolls on the Grand Parkway would be suspended during hurricane evacuation.

Anticipated Toll Rate The anticipated toll rate for the Grand Parkway and specifically the proposed SH 99 Segment B would be

Environmental Consequences 4-27 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South a schedule of rates that would not exceed the average per mile toll rates for electronic toll transactions in force and effect for the HCTRA operated toll road system. The toll rates identified in Table 4-9 were in effect on October 1, 2011, and any toll rate increases would need to be approved by the Commissioners Court.

TABLE 4-9 HCTRA TOLL RATES Vehicle Mainline Axles Plaza $1.30 EZ Tag 2 axle $1.50 Cash 3 axle $3.00 4 axle $4.50 5 axle $6.00 6 axle $7.50 Source: HCTRA 2011.

Methods of Toll Collection Tolls would be collected using a completely electronic toll collection (ETC) system. No toll booths are proposed, and therefore, no cash payment would be accepted. The ETC system requires that users of the roadway have a toll tag that registers on the ETC system as the vehicles pass under the toll . The ETC equipment would be placed on toll gantries positioned at specific locations along the mainlanes and at certain ramps.

The ETC allows participating motorists to prepay their tolls using a major credit/debit card or direct debit payment option. A small adhesive transponder (toll tag) that communicates electronically with a computer via radio frequencies is affixed to the inside of the windshield. As motorists use the facility, tolls are electronically deducted from their pre-paid account. When an account reaches the minimum balance level, it automatically charges (debits) the customer's credit card or bank account to bring it back to the original deposit amount.

Motorists using the toll road without a toll tag would be charged via the video tolling system. The ETC video records a photograph of the vehicle’s license plate and a (monthly) invoice would be mailed to the registered owner of the vehicle. The assessed toll fee for these motorists is higher than that for toll tag users, and an additional collection fee is included on the monthly invoices. This tolling program allows infrequent users without a transponder/toll tag to travel the toll road without having to stop and pay. The video tolling method is more expensive for users who do not have an active toll account because fees associated with billing and handling of the periodic billing statements are added to the costs.

Environmental Consequences 4-28 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Any EZ TAG account set up with a toll facility operator in Texas would be able to access toll roads or managed lanes in any of the toll authority areas, while having the tolls charged to the user’s home account. To achieve this objective, toll tags or transponders issued by a toll authority in one area of the State would be capable of registering toll transactions to the user’s home toll account. Users from other states or international drivers would be billed similarly to users without toll tags.

The EZ TAG program requires an initial prepayment of $40 for credit/debit card payment and $80 for funds directly deducted from a bank, plus a $15 per-tag activation fee for the first three TAGs, and $10 per tag thereafter. Monthly statements for the previous 18 months of an account usage are available at no charge with an online account, or printed statements may be mailed. The associated fees for enrolling in the EZ TAG program are shown in Table 4-10.

TABLE 4-10 EZ TAG FEES Balance at which Number of Pre-Paid Activation Replenishment Vehicle(s) Deposit Fee2 Required1 1 to 3 $40 $10 $15 4 to 6 $80 $20 $10 7 to 9 $120 $30 $10 Maximum $600 Maximum $150 Etc. (or optional (or ¼ of optional $10 higher balance) higher balance) Note: 1One-fourth of deposit; 2Per EZ Tag. Sources: HCTRA 2011; Market Valuation Waiver Agreement 2009.

The user would be required to set up a prepaid account that would automatically transfer funds from their credit card or bank account to the toll account. The minimum account balance is determined by the type of payment used for the account as well as the number of EZ TAGs on the account. The typical credit card-backed account with one to three EZ TAGs has a required replenishment amount of $40 and a low balance amount of $10. This means that as a motorist travels through the EZ TAG lanes and the account goes to $10 or below, the credit/debit card will automatically be charged $40 per the EZ Agreement.

The typical bank account EZ account with one to three EZ TAGs has a required replenishment amount of $80 and a low balance amount of $20. Similarly, if the balance falls below $20, the system will automatically replenish the EZ TAG account to the $80 minimum. Frequent toll road users would therefore see multiple replenishment charges on their bank account in a month. A $25.00 fee is applied to each rejected withdraw from the bank account. If a bank charge fails after three consecutive attempts or three times in a twelve month period, a credit card would be required as the primary form of payment.

Environmental Consequences 4-29 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Currently, cash accounts are not accepted to maintain an EZ TAG. Toll accounts issued by other Texas transportation entities such as the TxTag and Texas Toll Tag would be accepted on the EZ TAG system.

Toll Booths Locations Since the Grand Parkway and specifically the proposed SH 99 Segment B are proposed as an all electronic toll road with no cash payments, no toll booths are proposed. The mainlane toll gantries would span both directions of travel on a structure similar to a typical sign bridge. The gantry would support ETC reader units, video enforcement system cameras, illumination devices, automatic vehicle identification antennae, communications gear, and other necessary equipment. This equipment would be supported approximately 20 feet above the roadway surface and would be used to collect electronic toll data. Similar, smaller gantries would be needed at some ramps as well, except these would only span the width of the particular entrance or exit ramp. The exact location of toll gantry locations (ramps and mainlane) would be determined during final design. Advantages of the ETC system include the following.

 Minimizes the amount of ROW needed for the proposed toll collection facilities because additional lanes for cash toll booths and parking and other facilities for toll attendants would not be required.  The gantry minimizes the acceleration and deceleration of traffic that usually accompanies toll booth collections because cash would not be accepted.  Last-minute lane changes between toll and cash lanes would not occur, providing smoother traffic conditions at toll collection locations.  Lighting impacts would be minimized because the gantries would not require any lighting beyond typical roadway-specific lighting for the video enforcement cameras.

Since the ETC system does not require the installation of toll booths, there would be no disproportionate impact to EJ communities regarding toll booth placement.

Tolling Environmental Justice The H-GAC evaluation to determine the effects of the proposed SH 99 Segment B tolling on EJ populations utilized the travel demand model in conjunction with those 2000 Census block groups that contained 51 percent or more of minority and/or low-income populations. Once the EJ block groups were identified, EJ TAZs were identified if 50 percent or more of its area was identified as an EJ population. Exhibit 4-16 shows the EJ-related demographic data for the TAZs within the proposed SH 99 Segment B study area. Of the 88 TAZs within the study area (71 in Brazoria County and 17 in Galveston County), 26 are identified as EJ TAZs (23 in Brazoria County and 3 in Galveston County). The proposed SH 99 Segment B traverses through or along the border of four EJ TAZs in Brazoria County.

Environmental Consequences 4-30 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Following the identification of the EJ TAZs, the 2035 RTP Build network scenario and the 2035 RTP No- Build network scenario were utilized to conduct an analysis on travel time for persons within the EJ TAZs and non-EJ TAZs. The Build scenario includes the new tolled lanes, managed lanes, and HOT projects identified in the 2035 RTP. The No-Build scenario includes the current roadway network, the fiscally- constrained 2035 RTP roadway network along with the existing plus the committed managed lane system (e.g. BW 8) but excludes the proposed SH 99 Segment B.

Travel Demand Assumptions and Methodology The region’s travel demand model does not provide a means for tracking travel at an individual household level, but the model does provide a means for tracking travel at a zonal level. For purposes of the analyses, the zones are specified as either EJ zones or non-EJ zones based on the socioeconomic characteristics of the zonal populations. Some regional travel models employ a generalized cost assignment procedure for toll analyses. The H-GAC models perform toll analyses at the mode choice level. Hence, the H-GAC travel model uses a multi-class assignment procedure rather than a generalized cost procedure.

The mode choice models are applied by trip purpose. For the mode choice toll analyses, two travel time estimates are developed from each zone to all other zones:

 The travel time using both toll and non-toll links (commonly referred to as “toll path” travel times), and  The travel time using only non-toll links (commonly referred to as the “free path” travel time).

In the mode choice model, if the toll path does not offer a shorter travel time between two zones than the free path travel time, the trip is not considered a “candidate” for the toll facility. If a trip can save travel time using a toll path over a free path then it is considered a “candidate” trip. Of course, not all candidate trips will choose to use a tolled path. The probability of a candidate trip using a tolled path is a function of a number of variables such as the magnitude of the potential travel time savings, the toll costs and the income characteristics of the zones residents. Aspects of this approach are employed in the analyses presented.

In mode choice model applications, a single highway network is used to estimate the travel times for toll paths and free paths. For the regional toll analyses, there are two networks: the “Build” network (i.e., the forecasted roadway network containing the subject toll facilities) and the “No-Build” network (i.e., the network containing all the forecasted roadways except the proposed SH 99 Segment B). Existing and committed toll facilities are contained in both networks. In this analytical setting, simply comparing the

Environmental Consequences 4-31 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South toll path versus free path option will not identify the candidate trips for only the new toll facilities being studied. Indeed, such a grouping would include trips using both existing and proposed toll facilities.

To focus on candidate trips for the new toll facility, the travel time for toll paths in the Build network is compared to the toll path travel time in the No-Build network. Trips that have a shorter toll path travel time in the Build network than the toll path travel time in the No-Build network are defined as candidate trips for the new toll facilities. The trips for a given trip purpose are segmented into four groups:

 Trips produced by EJ zones that are classified as “Candidate” trips  The remaining trips produced by EJ zones are classified as non-“Candidate” trips  Trips produced by non-EJ zones that are classified as “Candidate” trips  The remaining trips produced by non-EJ zones are classified as non-“Candidate” trips.

In summary, assumptions and limitations specifically for the proposed SH 99 Segment B project-level toll analysis are as follows:

 The model is based on the latest adopted H-GAC 2035 household and employment forecast as of November 2011. (Household and employment numbers are used for Trip Generation only, not population.)  The model was validated to 2005 traffic counts within acceptable industry and H-GAC standards.  The model includes all system expansions as listed in the H-GAC 2035 RTP Update, and the “No-Build” scenario removes only the segment being tested.  The model uses the same H-GAC 2035 household and employment forecast for all scenarios, both “Build” and No-Build.”  For this analysis, an EJ zone is any TAZ that meets the minimum criteria as defined under Title VI. The model does not use separate individual households. All travels in the model from households in an EJ zone are assumed to be EJ, regardless of their individual income levels or composition. The model’s Trip Generation step does consider household’s income level as a factor for trip generation. (The general assumption is that higher income households tend to make more trips.)

This modeling analysis includes only direct home-based work (HBW) trips and home-based, non-work (HBNW) trips. Non-home-based trips, i.e. “trip chains,” are not included in this analysis. (The H-GAC model includes non-home-based trips for travel demand forecasting; however, for the project-level EJ analysis, only HBW and HBNW trips are used.)

Environmental Consequences 4-32 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Results To determine the time analysis for the different types of trip scenarios, trips were divided into HBW and HBNW for both tolled and free facilities. The number of HBW and HBNW trips for the proposed SH 99 Segment B is depicted in Table 4-11.

Using toll path travel times and free path travel times from the Build and the No-Build networks, there are four travel times for each type of trip (e.g. HBW, HBNW):

 Build network-toll path option,  Build network-free path option,  No-Build network-toll path option, and  No-Build network free path option.

By computing the average trip lengths for each of the options, the impacts of the two networks on the choice options can be quantified, compared, and analyzed.

TABLE 4-11 POTENTIAL PERSON TRIPS IN THE EJ AND NON-EJ ZONES 2035 HBW Person Trips 2035 HBNW Person Trips Toll Non- Toll Non- Total Total Candidate Candidate Candidate Candidate EJ Zone 470,692 2,180,287 2,650,979 268,338 6,142,685 6,411,023 Percent of Total 17.8% 82.2% 4.2% 95.8% Non-EJ Zone 698,143 2,408,955 3,107,098 413,411 6,416,788 6,830,199 Percent of Total 22.5% 77.5% 6.1% 93.9%

Notes: EJ = Environmental Justice; HBW = home-based work trips; HBNW = home-based, non-work trips. Source: H-GAC 2011.

As shown in Table 4-11, approximately 18 percent of the HBW trips identified within EJ zones were toll candidates. Additionally, nearly 23 percent of the HBW trips identified within non-EJ zones were toll candidates. Of the HBNW trips, approximately 4 percent of the trips identified within EJ zones were toll candidates and roughly 6 percent of the HBNW trips identified within non-EJ zones were toll candidates.

Utilizing this data, further evaluation was conducted to determine the free path travel and tolled travel path for both the Build and No-Build network scenarios. The average trip length (ATL) in minutes was the measure used in this evaluation for both types of trips within the EJ and non-EJ zones.

The results of the HBW and HBNW trips analysis for the proposed SH 99 Segment B are presented in Table 4-12 and Table 4-13, respectively.

Environmental Consequences 4-33 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 4-12 AM PEAK HOME-BASED WORK (HBW) TRIPS FOR BUILD AND NO-BUILD SCENARIOS1 Build Network No-Build Network 2035 HBW 2035 Difference: Difference: Zones Trip HBW ATL: ATL: ATL: ATL: Tolled Free Scenarios Trips Tolled Free Tolled Free Facility2 Facility2 Facility Facility Facility Facility New tolled facility: trips 45.85 51.73 46.30 51.64 -0.09 470,692 0.45 minutes that save 0+ minutes minutes minutes minutes minutes minutes EJ Zone New tolled facility: trips 29.21 30.18 29.15 30.12 -0.06 -0.06 that cannot 2,180,287 minutes minutes minutes minutes minutes minutes save 0+ minutes New tolled facility: trips 62.49 70.68 63.21 70.43 -0.25 698,143 0.72 minutes that save 0+ minutes minutes minutes minutes minutes Non- minutes EJ New tolled Zone facility: trips 36.20 37.51 36.10 37.41 -0.10 -0.10 that cannot 2,408,955 minutes minutes minutes minutes minutes minutes save 0+ minutes

Notes: 1AM Peak Average Trip Length (ATL) in minutes for Free and Tolled Facilities under the Build and No-Build network scenarios. 2No-Build ATL minutes minus Build ATL minutes (differences are in AM peak ATL in minutes). EJ = Environmental Justice; HBW = home based work trips. Source: H-GAC 2011.

Environmental Consequences 4-34 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 4-13 AM PEAK HOME-BASE, NON-WORK (HBNW) TRIPS FOR BUILD AND NO- BUILD SCENARIOS1 Build Network No-Build Network 2035 HBNW 2035 Difference: Difference: Zones Trip HBNW ATL: ATL: ATL: ATL: Tolled Free Scenarios Trips Tolled Free Tolled Free Facility2 Facility2 Facility Facility Facility Facility New tolled facility: trips 34.21 36.30 34.45 36.35 0.24 0.05 268,338 that save 0+ minutes minutes minutes minutes minutes minutes EJ minutes Zone New tolled facility: trips 15.91 16.00 15.90 15.99 -0.01 -0.01 6,142,685 that cannot save minutes minutes minutes minutes minutes minutes 0+ minutes New tolled facility: trips 52.09 55.51 53.01 55.83 0.92 0.32 413,411 that save 0+ minutes minutes minutes minutes minutes minutes Non- minutes EJ Zone New tolled facility: trips 24.92 25.10 24.82 24.99 -0.10 -0.11 6,416,788 that cannot save minutes minutes minutes minutes minutes minutes 0+ minutes

Notes: 1AM Peak Average Trip Length (ATL) in minutes for Free and Tolled Facilities under the Build and No-Build network scenarios. 2No-Build ATL minutes minus Build ATL minutes (differences are in AM peak ATL in minutes). EJ = Environmental Justice; HBW = home based work trips. Source: SH 99 Segment B Study Team.

The results for the HBW and HBNW trips analysis indicate the following:

 The addition of the proposed SH 99 Segment B to the regional roadway network under the Build scenario results in a minor reduction of travel time in the EJ and Non-EJ Zones (0.45 and 0.72 minutes respectively for HBW trips and 0.24 and 0.92 minutes for HBNW respectively).  While the users of the toll facility in the Build scenario within the EJ Zones would receive a greater time savings benefit than the users on the free network, there is no appreciable change in travel time on the free network in the EJ and Non-EJ Zones. As a result, there is no potential for a disproportionate negative effect to the EJ populations from the proposed SH 99 Segment B. In fact, the entire region, including the EJ Zones, would recognize a benefit in travel time savings because of the added capacity the of the entire toll roadway network facilities provide to the regional roadway network (see Regional Toll Analysis in Section 5.6 and Section 6.2).

Potential Economic Impact Potential economic impacts to individuals using the proposed SH 99 Segment B can be illustrated using the 2010 HCTRA toll rates and the median household income for the proposed SH 99 Segment B study area. Currently, the low, mid-range, and high toll rates are 12.3, 20.0, and 33.6 cents per mile,

Environmental Consequences 4-35 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South respectively. The potential cost per household calculations assumes that a toll road user makes 500 trips (250 round-trips) per year along the tollway from SH 288 to IH 45. As shown in Table 4-14, the annual cost for low, mid-range, and high toll rates would be approximately $1,722, $2,800, and $4,704, respectively.

A user with an annual household income that equals the 2009 median Brazoria County household income of $67,644 would spend 2.5, 4.1, and 7.0 percent of their household income on tolls. Galveston County users with a 2009 median household income of $56,562 would spend 3.0, 5.0, and 8.3 percent of their income on tolls. Users with an annual household income that falls within the U.S. Department of Health and Human Services poverty level of $23,050 would spend 7.4, 12.1, and 20.4 percent of their household income on tolls.

TABLE 4-14 POTENTIAL ECONOMIC IMPACT FOR BRAZORIA AND GALVESTON COUNTIES Toll Trips Total Median Median Poverty Toll Miles Per Rate Per Per Cost Per HH HH Level Range Trip Mile1 Year Year Income2 Income3 Income4 Low $0.123 500 28 $1,722 2.5% 3.0% 7.4% Mid-range $0.20 500 28 $2,800 4.1% 5.0% 12.1% High $0.336 500 28 $4,704 7.0% 8.3% 20.4%

Notes: 1Per HCTRA 2010 toll rates; 22009 median household income for Brazoria County is $67,644; 32009 median household income for Galveston County is $56,562; 42012 Health and Human Services poverty guideline level is $23,050 for a family of four. HCRTA = Harris County Toll Road Authority; HH = household. Source: H-GAC 2011.

Assuming the same level of use, low-income populations would pay a larger percentage of their income in tolls when compared to the general population. If toll costs are beyond the affordability of low-income travelers, they have the alternative of using the existing non-tolled transportation network. As a result, potential users who are unable to afford the toll or maintain a toll tag would be denied the travel benefit (reduced travel time) associated with using the tolled facility.

Availability of Tolling Information The HCTRA website provides information regarding the EZ TAG, toll road network, toll charges or violations, and safety on the toll roads. Currently this information is available in English and no information is provided regarding the availability of translation services or hearing impaired assistance.

4.3.5.4 Limited English Proficiency EO 13166, Improving Access to Services for Persons with Limited English Proficiency, sets a framework to improve access to federally-conducted and federally-assisted programs and activities for persons who,

Environmental Consequences 4-36 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South as a result of national origin, are limited in their English proficiency. Within Brazoria and Galveston counties, approximately 7.6 and 7.2 percent of the population, respectively, speak English less than “very well,” which is considered Limited English Proficient, and 4.0 and 3.8 percent, respectively, are “linguistically isolated” according the 2000 Census. Within Brazoria and Galveston counties, 91.5 and 82.2 percent of the Limited English Proficient population, respectively, speak Spanish and 86.0 and 79.5 percent of the linguistically isolated population, respectively, speak Spanish. Twenty-one Census tracts encompass the proposed SH 99 Segment B study area; 12 are located in Brazoria County and 9 are located in Galveston County. According to the 2000 Census, 6.1 percent of the persons within the proposed SH 99 Segment B study area speak English less than “very well” and 3.3 percent are “linguistically isolated.” Of the Limited English Proficient and linguistically isolated populations, 86.1 and 82.1 percent, respectively, speak Spanish.

TxDOT has ensured that opportunities for community input in the NEPA process have been and will continue to be provided. Two public meetings were held at ACC in the City of Alvin (September 12, 2002, and February 25, 2003), as discussed in Section 2.3. The meetings were announced in local newspapers, and meeting notices and newsletters were mailed to elected officials, government agencies, local organizations, civic groups, the media, businesses, and interested citizens. To comply with EO 13166, newspaper announcements provided opportunities for citizens to request language interpreters. It was determined by TxDOT that publication notices in Spanish would not be necessary because approximately 96 percent of the persons in the proposed SH 99 Segment B study area speak English “very well.” In addition, TxDOT maintains a mailing list of public meeting attendees and other interested parties to be contacted for announcements and for future public meetings and/or announcements. TxDOT has attempted to address all issues of concern expressed at the public meetings in the development of this document. To comply with EO 12898, a notice announcing the availability of this DEIS will be published in local newspapers to allow the public (including minority and low-income individuals and populations) the opportunity to comment on the proposed SH 99 Segment B, and a public hearing will be conducted. Persons who own property directly adjacent to the proposed SH 99 Segment B will receive the meeting notice.

At this time, comments received through the public involvement phase have not been related to any EJ issues. Therefore, no mitigation has been developed or required based on public comment at this time.

4.4 ECONOMICS As discussed in Section 4.3.4, the proposed Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives require 8, 10, 3, 2, 9, 6, and 57 business relocations, respectively.

Environmental Consequences 4-37 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

There are available commercial, retail, and industrial properties for sale or for lease within the six study area zip codes to accommodate relocation of these businesses.

4.4.1 Property Tax Revenues Long-term economic effects of the proposed SH 99 Segment B under any of the seven Alternative Alignments would include the permanent removal of taxable property (for ROW acquisition) in Brazoria and Galveston counties from the tax rolls of local government entities and school districts. Table 3-10 shows the major taxing jurisdictions within the proposed SH 99 Segment B study area where additional ROW would be required for the seven Alternative Alignments. The total additional ROW required within each county for each alternative is shown in Table 4-15.

TABLE 4-15 ADDITIONAL ROW REQUIREMENTS PER ALTERNATIVE ALIGNMENT Alternative Required Additional ROW Alignment Brazoria County Galveston County Total Northern 700 acres 425 acres 1,125 acres Northern 2 612 acres 417 acres 1,029 acres Central 643 acres 391 acres 1,034 acres Central-South 718 acres 391 acres 1,109 acres South-New 791 acres 391 acres 1,182 acres Southern 975 acres 391 acres 1,366 acres Southern 2 467 acres 336 acres 803 acres

Notes: No additional ROW would be required in the vicinity of the existing SH 35 Bypass for the Central, Central-South, Southern 2, and South-New Alternative Alignments.ROW = right-of-way. Source: SH 99 Segment B Study Team.

The largest direct loss in future tax revenues as a result of ROW acquisition for any of the seven Alternative Alignments would be to the major taxing jurisdictions listed in Table 3-10. The total estimated value of the ROW to be acquired for the proposed Northern, Northern 2, Central, Central- South, South-New, Southern, and Southern 2 alternatives would be approximately $49,838,008; $45,541,628; $53,275,112; $56,561,843; $60,493,030; $60,514,512; and $48,463,166, respectively. The Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives would cause a loss of approximately $14,401; $13,159; $15,394; $16,344; $17,480; $17,486; and $14,003 in annual property tax revenues, respectively, based on the combined 2009 tax rate of $2.8896 per $100 taxable value.

In the long-term, the loss of taxable property would be expected to be offset by the increased values of land adjacent to the new facility as new development occurs. In addition, new businesses that develop adjacent to the proposed SH 99 Segment B would generate new employment opportunities, income potential, and sales tax and other business tax revenues within the study area.

Environmental Consequences 4-38 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Under the No-Build Alternative, there would be no ROW acquisition and private property would not be removed from the tax rolls of local government entities and school districts.

4.4.2 Employment and Income during Construction Construction of any of the seven Alternative Alignments would have direct, indirect, and induced effects on local, regional, and State employment, output, and income. Direct effects include those arising from purchases made by the new roadway/highway construction sector. Direct costs include wages and salaries paid to workers directly engaged in construction of the proposed SH 99 Segment B, as well as capital costs for equipment, materials, and supplies during construction. Induced effects of the proposed SH 99 Segment B are generated by the consumption of goods and services made possible by the payrolls associated with construction of the proposed SH 99 Segment B. Indirect effects are the sum of all the rounds of purchases by all the interrelated sectors of the State economy (including direct, induced, and all additional effects), beginning with those that supply the suppliers of the new roadway/highway construction sector. Indirect effects distribute throughout the economy at each round of purchases.

During construction, the local economy would be expected to experience a temporary increase in spending by construction employees at businesses and restaurants in the vicinity of the proposed SH 99 Segment B and would not be expected to have any adverse impact on local employment in the vicinity of the proposed SH 99 Segment B. Roadway construction activities would create new job opportunities and income potential in the area in the short-term as a result of implementation of the proposed SH 99 Segment B. The number of construction-related jobs would vary depending on the phasing of the proposed SH 99 Segment B construction.

The economic effects of the proposed SH 99 Segment B under any of the seven Alternative Alignments is estimated by using the Texas State Office of the Comptroller’s input-output model and Regional Economic Model, Inc., which has multipliers for final demand, employment, and income related to road/highway construction. When multiplied by the total construction cost of the proposed SH 99 Segment B, the factors produce estimates of the economic impacts of the proposed SH 99 Segment B construction on a statewide basis. The proportion of economic effects retained locally depends on capturing local materials and labor during the construction process. The total employment, additional income, and statewide effect from the proposed SH 99 Segment B under each of the seven Alternative Alignments are shown in Table 4-16.

Environmental Consequences 4-39 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 4-16 ESTIMATES OF ECONOMIC EFFECTS FROM CONSTRUCTION Alternative Income (millions) Employment Statewide Final Alignment Direct Indirect Total Direct Indirect Total Demand (millions) Northern $72.1 $144.5 $216.6 3,584 3,477 7,061 $682.8 Northern 2 $65.8 $132.0 $197.9 3,275 3,178 6,453 $623.9 Central $77.0 $154.5 $231.5 3,831 3,717 7,548 $729.9 Central-South $81.8 $164.0 $245.8 4,068 3,946 8,014 $774.9 South-New $87.5 $175.4 $262.9 4,350 4,221 8,571 $828.8 Southern $87.5 $175.5 $262.9 4,352 4,222 8,574 $829.0 Southern 2 $70.1 $140.5 $210.6 3,485 3,381 6,867 $663.9 Source: Texas State Office of Comptroller 2009.

Under the No-Build Alternative, some additional short-term employment opportunities and income would be generated by current planned improvements to roadways within the proposed SH 99 Segment B study area; however, the increase in employment would not be as extensive or for as long a time period as under the seven Alternative Alignments.

4.4.3 Long-term Employment Growth Implementation of any of the seven Alternative Alignments would provide additional access within the proposed SH 99 Segment B study area and induce growth and development in the long-term. Undeveloped tracts of land adjacent to the seven Alternative Alignments would likely be developed in the future. In the long-term, undeveloped areas that were previously inaccessible (or had limited access) may be developed to accommodate new land uses and development, such as residential and commercial (Section 4.1). It would be anticipated that any secondary development would occur gradually. New businesses would provide additional employment opportunities, income potential, and business and sales tax revenues in the study area. The proposed SH 99 Segment B, if implemented under any of the seven Alternative Alignments, would facilitate the economic growth expected to occur within the study area.

The projected increase in employment by 2025 for the Northern, Central, and Southern alternatives and the No-Build Alternative is shown in Table 4-4. Exhibit 4-5 shows the baseline level of employment growth that is expected within the proposed SH 99 Segment B Social Economic Study Area under the No-Build Alternative. Exhibit 4-7, 4-9, and 4-11 show the level of impact that each Alternative Alignment would have on the projected employment growth as compared to the baseline level of growth shown on Exhibit 4-5. The proposed SH 99 Segment B, under any of the seven Alternative Alignments, would facilitate and accelerate projected employment growth within some TAZs due to improved mobility and accessibility within the Social Economic Study Area. However, most of the projected employment growth within the TAZs in the proposed SH 99 Segment B study area will eventually occur.

Environmental Consequences 4-40 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Both the proposed SH 99 Segment B Social Economic Study Area and study area are expected to continue to develop. Without the proposed SH 99 Segment B, the rate of growth and development in the Social Economic Study Area and study area would occur more slowly than if the proposed SH 99 Segment B is implemented because of the lack of roadway access to some undeveloped areas within the study area.

4.5 PEDESTRIANS AND BICYCLISTS Bicycle and pedestrian facilities were identified within the proposed SH 99 Segment B study area. Implementation of the Northern, Northern 2, Central, Central-South, South-New, and Southern alternatives would not impact any known bicycle or pedestrian facilities. A bicycle route is located within the ROW of the proposed Southern 2 Alternative and could be displaced temporarily during roadway construction. However, a new bicycle lane would likely be included as part of the new roadway and would be available after construction is completed. Through coordination with the H-GAC and local governments, any of the seven Alternative Alignments could accommodate proposed or existing pedestrian and bicycle facilities. The proposed SH 99 Segment B ROW would be wide enough to accommodate pedestrian and bicycle facilities that could be built by others.

The No-Build alternative would not impact pedestrian and bicycle facilities.

4.6 AIR QUALITY

The primary pollutants from motor vehicles are VOCs, CO, and NOx. Motor vehicles also emit PM, and diesel powered vehicles emit oxides of sulfur.

4.6.1 Criteria Pollutants The proposed SH 99 Segment B is located within Brazoria and Galveston counties, which are designated as nonattainment for O3 within the H-GAC’s TMA. Therefore, the transportation conformity rule does apply. The Houston-Galveston-Beaumont (HGB) area is in attainment for all NAAQS except O3.

All projects in the H-GAC TIP that are proposed for federal or State funds were initiated in a manner consistent with federal guidelines in Section 450, of Title 23 CFR and Section 613.200, Subpart B, of Title 49 CFR. Energy, environment, air quality, cost, and mobility considerations are addressed in the programming of the TIP. The proposed SH 99 Segment B is included in the H-GAC financially constrained 2035 RTP Update and 2011-2014 TIP. The H-GAC Transportation Policy Council approved the 2011-2014 TIP on June 25, 2010. The proposed SH 99 Segment B is required to be consistent with the updated and amended 2035 RTP and 2011-2014 TIP prior to approval. FHWA/FTA found the fiscally

Environmental Consequences 4-41 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South constrained 2035 RTP Update to conform to the SIP on January 25, 2011 and the 2011-2014 TIP to conform on February 1, 2011.

The modeling procedures of O3 require long-term meteorological data and detailed area-wide emission rates for all potential sources (industry, business, and transportation) and are normally too complex to be performed within the scope of an environmental analysis for a highway project. Accordingly, concentrations of O3 for the purpose of comparing the results of the NAAQS are modeled by H-GAC for the SIP. However, concentrations for CO are readily modeled for highway projects and are required by federal regulations.

The 2035 design year tolled traffic data is estimated to range between 10,300 to 58,600 VPD. These traffic projections do not exceed 140,000 VPD; therefore, the proposed SH 99 Segment B is exempt from a Texas Air Quality Analysis because previous analyses of similar projects did not result in a violation of the NAAQS.

4.6.2 Mobile Source Air Toxics (MSATs)2 4.6.2.1 MSATs Analysis Overview FHWA has developed interim guidance for the analysis of MSATs within the NEPA process for highways. The guidance was originally developed in February 2006 (FHWA 2006a) and updated in a September 30, 2009 memorandum (FHWA 2009). Much of FHWA’s MSATs guidance has been incorporated into TxDOT’s Air Quality Guidelines Addendum (TxDOT 2011a) and serves as the guide for the MSATs technical report (Appendix H of this EIS). Per the guidelines, a conference call was conducted to determine the methods and assumptions for the MSATs analysis in consultation with key partners including TxDOT’s Division of Environmental Affairs, FHWA, and the GPA.

FHWA has developed, as adopted by TxDOT, a tiered approach for analyzing MSATs in NEPA documents. Depending on the specific circumstances, three levels of analysis are identified:

 No analysis for projects with no potential for meaningful MSAT effects;  Qualitative analysis for projects with low potential MSAT effects; or  Quantitative analysis to differentiate alternatives for projects with higher potential MSAT effects.

Based on forecast traffic volumes, proposed SH 99 Segment B is considered having a low potential for MSAT effects since the proposed SH 99 Segment B falls under the criteria examples provided in

2 A majority of Section 4.6.2 is from TxDOT’s 2006 Air Quality Guidelines (TxDOT 2006).

Environmental Consequences 4-42 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TxDOT’s guidelines, specifically that the projected design year traffic is not expected to exceed 140,000 average annual daily traffic. However, the interagency consultation process has recommended a more rigorous assessment of proposed SH 99 Segment B impacts including a quantitative analysis of the seven priority MSATs for each of the seven Alternative Alignments.

The technical report provides an assessment of the proposed SH 99 Segment B impacts that includes the following elements:

 A brief MSAT description and discussion of national trend data projecting substantial overall reductions in emissions due to stricter engine and fuel regulations issued by EPA;  A discussion of information that is incomplete or unavailable for a project-specific assessment of MSAT impacts, in compliance with Council on Environmental Quality (CEQ) regulations (40 CFR 1502.22(b)); and  A comparison of the expected effect of the proposed SH 99 Segment B on traffic volumes, vehicle mix, or routing of traffic, and the associated assumed changes in MSATs.

The analysis methodology was completed in consultation with federal and state partners and uses the latest available traffic information.

4.6.2.2 National MSATs Trends As automotive design technology continues to improve, older, higher polluting vehicles continue to be retired and replaced with newer, cleaner vehicles. Newer technology vehicles are becoming cleaner with each subsequent model year. The following items will also have significant effects on reducing future levels of MSAT emissions.

 Fuels are becoming cleaner. EPA has adopted new requirements to substantially lower emissions of benzene and the other MSAT toxics by lowering benzene content in gasoline, educing evaporative emissions that permeate through portable fuel containers, and reducing non-methane hydrocarbon exhaust emissions from passenger vehicles operated at cold temperatures (under 75 degrees Fahrenheit).  Reid vapor pressure and reformulated gasoline requirements have lowered toxic emissions of gasoline.  The EPA’s 2004 non-road diesel sulfur rules have reduced sulfur levels in diesel fuel down to 15 ppm, further reducing PM and other MSAT emissions from diesel powered vehicles. Low sulfur gasoline enables better emission controls and can lead to further emission reductions from present catalyst-equipped fleet, and low sulfur diesel will enable new diesel emission reduction technology.

Environmental Consequences 4-43 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Reformulated gasoline was implemented in the Houston metropolitan area in 1995 and has resulted in reductions of MSATs.  Over the period 2007 through 2010, the EPA’s light-duty Tier 2 emission and fuel standards were fully implemented.

TxDOT’s Air Quality Guidelines Addendum provides national MSAT trends based on FHWA analyses using EPA’s Mobile Emission Factor Model (MOBILE) 6.2 emission model (TxDOT 2011a). Figure 4-1 illustrates the trend graph provided in the guidelines. According to FHWA analyses, even if vehicle activity (VMT) increases by 145 percent, a combined reduction of 72 percent in total annual emissions for the priority MSATs is projected from 1999 to 2050. The most significant decreases in MSATs occur in the 2000-2015 timeframe.

As indicated in TxDOT’s guidelines, air toxics analysis is a continuing area of research. While much work has been done to assess the overall health risk of air toxics, many questions remain unanswered. In particular, the tools and techniques for assessing project-specific health outcomes as a result of lifetime MSAT exposure remain limited. These limitations impede the ability to evaluate how the potential health risks posed by MSAT exposure should be factored into project-level decision making within the context of the NEPA. The FHWA, EPA, and Health Effects Institute, and others have funded and conducted research studies to try to more clearly define potential risks from MSAT emissions associated with highway projects. The FHWA will continue to monitor the developing research in this emerging field.

Environmental Consequences 4-44 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

FIGURE 4-1 FHWA MSAT ANALYSIS: NATIONAL MSAT EMISSION TRENDS 1990-2050 USING MOBILE6.2

Source: TxDOT 2011a.

4.6.2.3 MSATs Analysis Results The MSATs analysis included selection of roadway links for air quality analysis, collection of relevant environmental, fuel and control strategy data, estimation of emission factors from MOBILE6.2, and application of those emission factors based on regional VMT and speeds produced from the regional travel model.

The proposed SH 99 Segment B study area for air quality analysis includes the entire H-GAC travel model region. An affected transportation network (roadway links used for air quality analyses) was derived by comparing the modeled 2035 No-Build scenario traffic volumes to the 2035 Build scenario and selecting roadway links where there was a ± 5 percent volume change. These same roadway links were also extracted from the 2009 and 2019 travel model networks. As a result, the affected network is the same for all analysis scenarios allowing for direct comparison of emission results. Due to the traffic diversions estimated by the travel model’s assignment module, some of the roadway links contained in the affected network are not directly adjacent to the proposed SH 99 Segment B corridor.

Environmental Consequences 4-45 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The most recent version of EPA’s MOBILE6.2 emission model has been used to estimate MSAT emission factors for each pollutant and analysis year. Key inputs to the emission model are consistent with those used for other modeling purposes in the area (e.g., SIP inventories from TCEQ, H-GAC conformity analyses, etc.). The resulting emission inventory for the seven priority MSATs for the proposed SH 99 Segment B affected transportation network is summarized in Table 4-17 and Figure 4-2.

TABLE 4-17 SEGMENT B MSAT EMISSIONS BY BUILD SCENARIO (TONS/YEAR) Base No-Build Build No-Build Build Change Change Compound Year Year Year Year Year from Base from Base (2009) (2019) (2019) (2035) (2035) Naphthalene 0.338 0.392 0.413 0.558 65% 0.583 72% Acrolein 0.183 0.146 0.167 0.256 40% 0.277 51% Benzene 8.242 4.957 5.322 9.549 16% 9.914 20% 1,3-Butadiene 1.248 0.730 0.730 1.460 17% 1.613 29% Formaldehyde 4.227 3.285 3.650 5.840 38% 6.205 47% Diesel Particulate Matter 9.223 2.767 3.363 2.533 -73% 2.891 -69% Polycyclic Organic Matter 0.0019 0.0027 0.0028 0.0037 95% 0.0039 105% Total MSAT 23.462 12.280 13.648 20.200 -14% 21.487 -8% Vehicle Miles of Travel1 602 896 943 1,320 119% 1,380 129%

Notes: 1MVMT/Year. MVMT = million vehicle miles traveled; MSAT = mobile source air toxics. Sources: EPA 2011; SH 99 Segment B Study Team.

VMT for the affected transportation network was estimated to increase by 57 percent between 2009 and 2019 and 129 percent between 2009 and 2035. Despite increasing VMT, the analysis indicates that forecasted 2035 total MSAT emissions, under the proposed SH 99 Segment B Build Alternative, are not expected to significantly worsen over that estimated for the 2009 base year.

Environmental Consequences 4-46 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

FIGURE 4-2 COMPARISON OF MSAT EMISSIONS VS. VMT BY SCENARIO FOR SEGMENT B

25 1,600

1,400

20 1,200 year)

/

1,000 15 miles

800 vehicle

(tons/year) MSAT 10 MVMT

MSAT 600 (million

400 MVMT 5

200

0 0 Base No-Build Build No-Build Build 2009 2019 2035 Year/Scenario

Source: EPA 2011; SH 99 Segment B Study Team.

The analysis indicates nearly a 40 percent decrease in MSAT emissions between the 2009 base year and 2019 Build conditions. The reasons for these dramatic improvements are two-fold, a change in vehicle fuels (both gasoline and diesel fuel) and a change in emission standards for both light-duty and heavy- duty on-highway motor vehicles. The EPA predicts substantial future air emission reductions as the agency’s new light-duty and heavy-duty on-highway fuel and vehicle rules come into effect. These include Tier 2 light-duty vehicle standards, heavy duty diesel vehicle HDDV standards, low sulfur diesel fuel, and EPA’s off-road diesel engine and fuel standards.

EPA’s MOBILE6.2 model estimates much smaller benefits in MSATs after 2019. This estimation, in combination with a 129 percent growth in VMT, results in 2035 Build emissions being 8 percent lower than the 2009 base year. Diesel particulate matter (DPM) is the only priority MSAT that is expected to decrease in that timeframe.

The fate of MSATs and the concentrations at any specific receptor are unknown due to the current technical shortcomings of emission and dispersion models; therefore, the health effects of MSATs on the public cannot be determined at this time. The above emission computations have been included in this qualitative analysis to illustrate potential trends of emissions related to projected traffic volumes for the

Environmental Consequences 4-47 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South proposed SH 99 Segment B Build Alternative and the expected effects of future vehicle and fuel standards, in combination with vehicle turnover.

4.6.2.4 MSATs Analysis Conclusions Research has found that the ability to discern differences in MSAT emissions among transportation alternatives is difficult given the uncertainties associated with forecasting travel activity and air emissions 25 years or more into the future. When evaluating the future options for upgrading a transportation corridor, the major mitigating factor in reducing MSAT emissions is the implementation of the EPA's new motor vehicle emission control standards. Decreases in MSAT emissions will be realized from the base year (2009) through an estimated time of completion for a planned project and its design year some 30 years in the future. Accounting for anticipated increases in VMT and varying degrees of efficiency of vehicle operation, total forecast 2035 MSAT emissions were predicted to not worsen over existing base year conditions (8 percent lower). Substantial reductions (69 percent) are expected in DPM over that timeframe.

The most important factors affecting emission differences among the available options are VMT and levels of traffic congestion, as manifested by speeds. When evaluating transportation network alternatives operating substantially under capacity, the difference in VMTs is more important than the difference in congested vehicle speeds. The excess capacity would accommodate an increase in traffic volumes without adversely affecting travel speeds and related MOBILE6.2 emission factors. Conversely, where one transportation network alternative is operating substantially over its capacity, the difference in congested vehicle speeds may be more influential than the difference in VMT. MOBILE6.2 emission factors are very sensitive to vehicle speeds in the slow, congested speed range. Mitigating this congestion may have more of an effect on reducing emissions than the offset due to a potential increase in VMT. For transportation network alternatives operating slightly under or over capacity, the differences in VMT and differences in congested speeds are equally substantial.

The Houston metropolitan area is in attainment for both PM10 and PM2.5. The major air toxics from mobile sources, especially benzene, have dropped dramatically since 1995 and are expected to continue dropping. The introduction of reformulated gasoline has led to a substantial part of this improvement. In addition, Tier 2 automobiles introduced in model year 2004 will continue to help reduce MSATs. Diesel exhaust emissions have been falling since the early 1990s with the passage of the CAA amendments. The CAA amendments provided for improvement in diesel fuel through reductions in sulfur and other diesel fuel improvements. In addition, the EPA has further reduced the sulfur level in diesel fuel, effective in

Environmental Consequences 4-48 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

2006. The EPA also has called for dramatic reductions in NOx emissions and PM from on-road and off- road diesel engines.

4.6.2.5 Unavailable Information for Project-specific MSAT Impact Analysis This document includes a basic analysis of the likely MSAT emission impacts of the proposed SH 99 Segment B. However, available technical tools and lack of health-based MSAT standards do not enable a prediction of the project-specific health impacts of the emission changes associated with the proposed alternatives in this document. Due to these limitations, the following discussion is included in accordance with CEQ regulations (40 CFR § 1502.22(b)) regarding incomplete or unavailable information:

Information that is Unavailable or Incomplete Evaluating the environmental and health impacts from MSATs on a proposed highway project would involve several key elements, including emissions modeling, dispersion modeling to estimate ambient concentrations resulting from the estimated emissions, exposure modeling to estimate human exposure to the estimated concentrations, and then final determination of health impacts based on the estimated exposure. Each of these steps is encumbered by technical shortcomings or uncertain science that prevents a more complete determination of the MSAT health impacts of the proposed SH 99 Segment B.

 Emissions: The EPA tools to estimate MSAT emissions from motor vehicles are not sensitive to key variables determining emissions of MSATs in the context of highway projects. While MOBILE6.2 is used to predict emissions at a regional level, it has limited applicability at the project level. MOBILE6.2 is a trip-based model-emission factors are projected based on a typical trip of 7.5 miles, and on average speeds for this typical trip. This means that MOBILE6.2 does not have the ability to predict emission factors for a specific vehicle operating condition at a specific location at a specific time. Because of this limitation, MOBILE6.2 can only approximate the operating speeds and levels of congestion likely to be present on the largest-scale projects, and cannot adequately capture emissions effects of smaller projects. For PM, the model results are not sensitive to average trip speed, although the other MSAT emission rates do change with changes in trip speed. Also, the emissions rates used in MOBILE6.2 for both PM and MSATs are based on a limited number of tests of mostly older-technology vehicles. Lastly, in its discussions of PM under the conformity rule, EPA has identified problems with MOBILE6.2 as an obstacle to quantitative analysis.

These deficiencies compromise the capability of MOBILE6.2 to estimate MSAT emissions. MOBILE6.2 is an adequate tool for projecting emissions trends, and performing relative analyses between alternatives for very large projects such as Grand Parkway, but it is not sensitive enough

Environmental Consequences 4-49 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

to capture the effects of travel changes tied to smaller projects or to predict emissions near specific roadside locations. However, MOBILE6.2 is currently the only available tool for use by FHWA/TxDOT and so it was used for the comparison of alternatives.  Dispersion: The tools to predict how MSATs disperse are also limited. The EPA’s current regulatory models, CALINE3 and CAL3QHC, were developed and validated more than a decade ago for the purpose of predicting episodic concentrations of CO to determine compliance with the NAAQS. The performance of dispersion models is more accurate for predicting maximum concentrations that can occur at some time at some location within a geographic area. This limitation makes it difficult to predict accurate exposure patterns at specific times at specific highway project locations across an urban area to assess potential health risk. Along with these general limitations of dispersion models, FHWA is also faced with a lack of monitoring data in most areas for use in establishing project-specific MSAT background concentrations.  Exposure Levels and Health Effects: Finally, even if emission levels and concentrations of MSATs could be accurately predicted, shortcomings in current techniques for exposure assessment and risk analysis preclude reaching meaningful conclusions about project-specific health impacts. Exposure assessments are difficult because it is difficult to accurately calculate annual concentrations of MSATs near roadways, and to determine the portion of a year that people are actually exposed to those concentrations at a specific location. These difficulties are magnified for 70-year cancer assessments, particularly because unsupportable assumptions would have to be made regarding changes in travel patterns and vehicle technology (which affects emissions rates) over a 70-year period. There are also considerable uncertainties associated with the existing estimates of toxicity of the various MSATs, because of factors such as low-dose extrapolation and translation of occupational exposure data to the general population. Because of these shortcomings, any calculated difference in health impacts between alternatives is likely to be much smaller than the uncertainties associated with calculating the impacts.

Summary of Existing Credible Scientific Evidence Relevant to Evaluating the Impacts of MSATs Research into the health impacts of MSATs is ongoing. For different emission types there are a variety of studies that show that some either are statistically associated with adverse health outcomes through epidemiological studies (frequently based on emissions levels found in occupational settings) or that animals demonstrate adverse health outcomes when exposed to large doses.

Exposure to toxics has been a focus of a number of EPA efforts. Most notably, the agency conducted the National-Scale Air Toxics Assessment in 1996 to evaluate modeled estimates of human exposure applicable to the county level. While not intended for use as a measure of or benchmark for local

Environmental Consequences 4-50 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South exposure, the modeled estimates in the National-Scale Air Toxics Assessment database best illustrate the levels of various toxics when aggregated to a national or state level. The EPA’s current evaluation of the potential hazards and toxicity of the six priority MSATs is listed by chemical in Section 3.6.2, and can be found at http://www.epa.gov/iris. For several of the MSATs, carcinogenicity either cannot be determined or is listed as probable.

There is currently a broad lack of consensus among both the scientific community and the regulatory community on the level at which MSATs may cause a negative health impact. This lack of consensus prevents any meaningful conclusion about the level of MSATs that must be experienced by a population before a health effect is found. Such limits make the study of MSAT concentrations, exposures, and health impacts difficult and uncertain. Thus, accurate and reliable estimates of actual human health or environmental impacts from transportation projects and MSATs are not scientifically possible at this time. This lack of consensus further prevents decisions from being made about alignments, grade elevations, and even selection of the No-Build Alternative versus the Build Alternative based solely on estimated MSAT levels.

Therefore, the analysis of MSATs presented here is provided as background information on the current levels of MSATs, anticipated future levels of MSATs, and assumptions on what effect the proposed SH 99 Segment B may have on MSATs. The Health Effects Institute, a non-profit organization funded by EPA, FHWA, and industry, has undertaken a major series of studies to research MSAT hot spots near roadways, the health implications of the entire mix of mobile source pollutants, and other topics. The final summary of the series is not expected for several years.

Some recent studies have reported that proximity to roadways is related to adverse health outcomes, particularly respiratory problems. Much of this research is not specific to MSATs, instead surveying the full spectrum of both criteria and other pollutants. The FHWA and TxDOT cannot evaluate the validity of these studies, but more importantly, the studies do not provide information that would be useful to alleviate the uncertainties listed above and enable the performance of a more comprehensive evaluation of the health impacts specific to the proposed SH 99 Segment B.

The EPA is in the process of assessing the risks of various kinds of exposures to these pollutants. The EPA’s IRIS is a database of human health effects that may result from exposure to various substances found in the environment. The IRIS database is located at htp://www.epa.gov/iris. The following toxicity information for the six prioritized MSATs was taken from the IRIS database Weight of Evidence

Environmental Consequences 4-51 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Characterization summaries and represents the EPA’s most current evaluations of the potential hazards and toxicology of these chemicals or mixtures.

 Benzene (known human carcinogen): Under the proposed revised Carcinogen Risk Assessment Guidelines benzene is characterized as a known human carcinogen for all routes of exposure based on convincing human evidence as well as supporting evidence from animal studies.  1,3-Butadiene (carcinogenic): Under EPA's 1999 Guidelines for Carcinogen Risk Assessment, 1,3-butadiene is characterized as carcinogenic to humans by inhalation. This characterization is based on scientific weight of evidence.  Acrolein (carcinogenicity undetermined): Under the Draft Revised Guidelines for Carcinogen Risk Assessment, the potential carcinogenicity of acrolein cannot be determined because the existing data are inadequate for an assessment of human carcinogenic potential.  Formaldehyde (probable human carcinogen): Probable human carcinogen based on limited evidence in humans, and sufficient evidence in animals.  Acetaldehyde (probable human carcinogen): Based on sufficient evidence of carcinogenicity in animals.  Diesel Exhaust (probable human carcinogen): Using EPA's revised draft 1999 Guidelines for Carcinogen Risk Assessment; diesel exhaust is likely to be carcinogenic to humans by inhalation from environmental exposures.

In the preamble to the 2007 MSAT rule, EPA summarized recent studies with the following statement: “Significant scientific uncertainties remain in our understanding of the relationship between adverse health effects and near-road exposure, including the exposures of greatest concern, the importance of chronic versus acute exposures, the role of fuel type (e.g., diesel or gasoline) and composition (e.g., % aromatics), relevant traffic patterns, the role of co-stressors including noise and socioeconomic status, and the role of differential susceptibility within the “exposed” populations” (Volume 73 FR Page 8441 [February 26, 2007] Control of Hazardous Air Pollutants from Mobile Sources).

4.6.2.6 Relevance of Unavailable or Incomplete Information Because of the uncertainties outlined above, an assessment of the effects of MSAT emissions impacts on human health cannot be made at the project level. While available tools do allow us to predict relative MSAT emission changes between alternatives for a project of this magnitude, the amount of MSAT emissions from each of the proposed SH 99 Segment B alternatives is presented here for consideration of alternatives and for disclosure purposes and is not intended for estimating potential human exposure or health impacts. Therefore, the relevance of the unavailable or incomplete information is that it is not

Environmental Consequences 4-52 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South possible to make a determination of whether any of the alternatives would have “significant adverse impacts on human health” as related to MSAT emissions.

4.6.3 Congestion Management Process (CMP) The CMP is a systematic process for managing traffic congestion. The CMP provides information on transportation system performance, alternative strategies for alleviating congestion, and enhancing the mobility of persons and goods to levels that meet state and local needs. The CMP builds off the H-GAC Congestion Management System Plan which was adopted in 1997 and revised in 1998. The proposed SH 99 Segment B was developed from the H-GAC operational Congestion Management System, which meets all requirements of 23 CFR 500.109. The goals of the CMP are to reduce and/or manage existing traffic congestion and prevent or manage its occurrence in areas that are currently not congested and to improve the day-to-day travel-time consistency on the various facilities and/or corridors of the transportation system. The CMP analysis for added SOV capacity projects in the TMA is on file and available for review at H-GAC.

In an effort to reduce congestion and the need for SOV lanes in the region, TxDOT and H-GAC will continue to promote appropriate congestion reduction strategies through the Congestion Mitigation Air Quality program, the CMP, and the RTP. According to H-GAC, the congestion reduction strategies considered for the proposed SH 99 Segment B would help alleviate congestion in the SOV study boundary but will not eliminate it. Therefore, the proposed SH 99 Segment B is justified.

The No-Build Alternative could potentially decrease air quality within the proposed SH 99 Segment B study area due to an increase in congestion on existing roadways.

4.6.4 Summary of Impacts

Pollutants required to be evaluated included CO an O3. As modeled, the SH 99 Segment B will not lead to increases in either of these pollutants. The Houston metropolitan area is in attainment for all the criteria pollutants except for 8-hour O3. The EPA classified the Houston-Galveston area, which includes Harris

County, as a severe O3 nonattainment area. The EPA regulations require that a nonattainment area demonstrate that its RTP and TIP conform to the intent of the SIP to attain the 8-hour O3 standard by the year 2019. The most recent SIP revision to EPA requested the area be revised to severe with an attainment date of June 15, 2019. Under the regulations, added capacity projects may advance to construction only if they are part of the RTP and TIP, which has been determined to conform to the SIP. The proposed SH 99 Segment B is included in the H-GAC financially constrained 2035 RTP Update and 2011-2014 TIP. The H-GAC Transportation Policy Council approved the 2011-2014 TIP on June 25,

Environmental Consequences 4-53 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

2010. The proposed SH 99 Segment B is required to be consistent with the updated and amended 2035 RTP and 2011-2014 TIP prior to approval. FHWA/FTA found the fiscally constrained 2035 RTP Update to conform to the SIP on January 25, 2011 and the 2011-2014 TIP to conform on February 1, 2011.

MSATs were modeled and were found to be lower in the future (2035) than the existing conditions (2000). MSATs will continue to improve over time due to dramatic improvements in the vehicle technology and fuels and traffic flow improvements.

Other potential air quality impacts could occur with the continued existence of industrial complexes in the Houston metropolitan area. Generally, industrial facilities that emit air pollutants are governed and permitted through TCEQ. MSATs as a result of the proposed SH 99 Segment B are not expected to increase overall MSATs in the Houston metropolitan area in the future years. Under the No-Build Alternative, MSATs are expected to decline at nearly the same rate as the seven Alternative Alignments with no direct effect to air quality in the Houston metropolitan area.

4.7 NOISE This analysis was accomplished in accordance with TxDOT’s (FHWA approved) Guidelines for Analysis and Abatement of Roadway Traffic Noise (TxDOT 2010).

Sound from highway traffic is generated primarily from a vehicle’s tires, engine, and exhaust. It is commonly measured in dB.

Sound occurs over a wide range of frequencies. However, not all frequencies are detectable by the human ear; therefore, an adjustment is made to the high and low frequencies to approximate the way an average person hears traffic sounds. This adjustment is called A-weighting and is expressed as dB(A). Some common sound/noise levels in dB(A) are shown in the table below.

TABLE 4-18 COMMON SOUND/NOISE LEVELS Outdoor dB(A) Indoor

Air horn 110 Rock/Blues band

Jet flyover at 1000 feet Baby crying

Leaf blower 100 Subway

Gas weed eater Fire alarms

Riding Lawn Mower 90 Blender

Gas edger Crowded restaurant

Environmental Consequences 4-54 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Outdoor dB(A) Indoor

Police whistle 80 Disposal at 3 feet

Air conditioner compressor Shouting at 3 feet

70 Normal conversation at 3 to

5 feet Normal conversation at 3 60 Clothes dryer at 3 feet feet Babbling brook Large business office

Quiet urban (daytime) 50 Refrigerator

Quiet urban (nighttime) 40 Quiet office, library

Wilderness 30

20 Recording studio

10 Threshold of hearing

Notes: dB(A) = a-weighted decibel. Source: TxDOT 2010.

Also, because traffic sound levels are never constant due to the changing number, type, and speed of vehicles, a single value is used to represent the average or equivalent sound level, which is expressed as

Leq.

The traffic noise analysis typically includes the following elements:

 Identification of land use activity areas that might be impacted by traffic noise,  Determination of existing noise levels,  Prediction of future noise levels,  Identification of possible noise impacts, and  Consideration and evaluation of measures to reduce noise impacts.

The FHWA has established the following Noise Abatement Criteria (NAC) for various land use activity areas that are used as one of two means to determine when a traffic noise impact will occur (Table 4-19).

Environmental Consequences 4-55 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 4-19 FHWA NOISE ABATEMENT CRITERIA (NAC) Activity FHWA TxDOT Description of Land Use Activity Areas Category dB(A) Leq db(A) Leq Lands on which serenity and quiet are of extraordinary significance 57 56 and serve an important public need and where the preservation of A (exterior) (exterior) those qualities is essential if the area is to continue to serve its intended purpose. 67 66 B Residential (exterior) (exterior) Active sport areas, amphitheaters, auditoriums, campgrounds, cemeteries, day care centers, hospitals, libraries, medical facilities, 67 66 parks, picnic areas, places of worship, playgrounds, public meeting C (exterior) (exterior) rooms, public or nonprofit institutional structures, radio studios, recording studios, recreation areas, Section 4(f) sites, schools, television studios, trails, and trail crossings. Auditoriums, day care centers, hospitals, libraries, medical 52 51 facilities, places of worship, public meeting rooms, public or D (interior) (interior) nonprofit institutional structures, radio studios, recording studios, schools, and television studios. 72 71 Hotels, motels, offices, restaurants/bars, and other developed lands, E (exterior) (exterior) properties, or activities not included in A-D or F Agricultural, airports, bus yards, emergency services, industrial, logging, maintenance facilities, manufacturing, mining, rail yards, F -- -- retail facilities, shipyards, utilities (water resources, water treatment, electrical), and warehousing.

G -- -- Undeveloped lands that are not permitted.

Notes: Primary consideration is given to exterior areas (Category A, B, C or E) where frequent human activity occurs. However, interior areas (Category D) are used if exterior areas are physically shielded from the roadway, or if there is little

or no human activity in exterior areas adjacent to the roadway. dB(A) = a-weighted decibel; Leq = equivalent sount level. Source: TxDOT 2010.

A noise impact would occur when either the absolute or relative criterion is met.  Absolute criterion: The predicted noise level at a receptor approaches, equals or exceeds the FHWA NAC (Table 3.12). "Approach" is defined as one dB(A) below the NAC. For example: a noise impact would occur at a Category B residence if the noise level is predicted to be 66 dB(A) or above.  Relative criterion: The predicted noise level substantially exceeds the existing noise level at a receptor even though the predicted noise level does not approach, equal or exceed the NAC (Table 3.12). “Substantially exceeds” is defined as more than 10 dB(A). For example: a noise impact would occur at a Category B residence if the existing level is 54 dB(A) and the predicted level is 65 dB(A) (11 dB(A) increase).

Environmental Consequences 4-56 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

When a traffic noise impact occurs, noise abatement measures must be considered. A noise abatement measure is any positive action taken to reduce the impact of traffic noise on an activity area.

Based on contours, Table 4-20 indicates that the alternative impacting the most noise receivers is the Southern 2 Alternative (229 residential receivers). The alternatives impacting the fewest receivers are the South-New and Central-South alternatives.

TABLE 4-20 POTENTIAL NOISE IMPACTS Potential Potential Number Potential Number Alternative Number of of Businesses of Churches Alignment Homes Impacted Impacted Impacted Northern 117 50 0 Northern 2 153 52 0 Central 85 80 1 Central-South 66 79 0 Southern 87 56 0 Southern 2 229 125 1 South-New 61 91 2

Source: SH 99 Segment B Study Team.

A comprehensive traffic noise analysis, including an evaluation of noise abatement measures for all impacted receivers, will be performed for the selected preferred alternative and documented in the FEIS. At that time, noise abatement measures that would be both feasible and reasonable will be proposed for incorporation into the proposed SH 99 Segment B. Based on projects of a similar nature, the noise abatement measure most likely to be both feasible and reasonable would be the construction of noise barriers for groups of multiple residences adjacent to the roadway.

4.8 WATER QUALITY 4.8.1 Surface Water In general, there are two categories of potential effects to surface water quality, one from construction and one from long-term use and maintenance. Direct water quality impacts for the seven Alternative Alignments would include highway or bridge runoff, construction-related impacts, and maintenance-related impacts.

In the State, the Texas Pollutant Discharge Elimination System (TPDES) program implements the federal National Pollutant Discharge Elimination System program. The TCEQ administers storm water permits for construction projects disturbing at least 1 acre within the State. The proposed SH 99 Segment B would disturb more than 1 acre of land requiring a Storm Water Pollution Prevention Plan (SW3P). In addition, because the proposed SH 99 Segment B would disturb more than 5 acres, a Notice of Intent (NOI) for

Environmental Consequences 4-57 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South coverage under the TPDES Construction General Permit (CGP) would also be required. In accordance with TxDOT policies, a SW3P would be developed to address the proposed SH 99 Segment B, and measures would be taken to prevent or correct erosion that may develop during construction. Guidance documents, such as TxDOT’s Storm Water Management Guidelines for Construction Activities, provide discussion of temporary erosion control measures to be implemented during construction to minimize impacts to water quality during construction (TxDOT 2002).

Temporary and permanent soil erosion and sedimentation controls may include the use of silt fencing, temporary berms, inlet protection barriers, hay bales, seeding or sodding of bare areas, or other suitable means of containment. Temporary erosion control structures would be built where appropriate before construction begins and would be maintained during construction. During construction, the amount of cleared or unvegetated soils would be restricted to minimize additional erosion and sedimentation. When construction is completed, disturbed areas would be restored according to TxDOT specifications. Construction and roadway use activities are not expected to adversely impact water quality in the proposed SH 99 Segment B study area. Mitigation for all impacts mentioned above would include TxDOT Best Management Practices (BMPs) designed to limit water quality degradation from construction activities.

Long-term operational effects on surface water quality include changes in the volume of rainfall runoff and constituents carried in the runoff. Generally, runoff often contains sediment or pollutants in quantities that could impact water quality. For example, runoff from paved surfaces would carry PM from tire wear and oils and greases from vehicles, and would be expected to include urban litter such as paper and plastic goods. There is also the possibility of collisions on any roadway, regardless of operating characteristics and traffic volumes. Collisions can contribute to pollutant flow, as a minimal amount of spilled chemicals would run off or be flushed into adjacent drainage channels. Because the roadway would be paved, there would be a reduction in natural organic matter such as leaf litter and woody twigs and branches in the runoff. Temporary runoff drainage basins and detention basins would be designed and installed to lessen water quality impacts.

Contractors would take appropriate measures to prevent or minimize and control hazardous material spills in the construction assembly area. Removal and disposal of waste materials by the contractor would be in compliance with applicable federal and state guidelines and laws. Implementation of the proposed SH 99 Segment B would not result in contamination to or adverse effect on a public water supply. Implementation of the proposed SH 99 Segment B would also not delay restoration of impaired stream segments to meet use classifications.

Environmental Consequences 4-58 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Storm water discharges are generated by runoff from land and impermeable surface areas such as paved streets, parking lots, and driveways during rainfall events. Storm water runoff would either be allowed to run off of the roadway or it would be collected by retention/detention areas and redirected by open drainageways or culverts. The increase in impervious cover due to construction of any of the seven Alternative Alignments would result in an increase in runoff from the ROW. However, any of the seven Alternative Alignments would represent a small fraction of the total area of the existing watershed. While localized runoff contributed by any one alternative may represent an increase over existing conditions, the percentage increase in total runoff from the watershed would be expected to be minimal.

Highway runoff would be expected to have little adverse effect on area receiving waters. Measures such as the addition of grassy swales would be effective in reducing pollutant loads of many constituents in highway runoff. The reduction in pollutant load is due to reduced runoff volume of pollutants. Vegetated swales promote settling of suspended solids and infiltration of runoff into the soil and thus, for some constituents, may also lead to reduced concentrations. Vegetated drainageways are effective because of their wide adaptability, low costs, and minimal maintenance requirements.

As previously discussed in Section 3.8, three of the four classified surface water bodies within the study area were determined to not meet standards for one or more of the life uses evaluated by the TCEQ. Water quality concerns for these segments include bacteria level exceedances, depressed dissolved oxygen levels, and elevated ammonia levels.

The No-Build Alternative would have no impacts to existing water quality conditions. This alternative would provide no improvements, protection measures, or BMPs to reduce existing direct or indirect water resource and water quality impacts. As a result, storm water runoff would continue to flow to water resources within the proposed SH 99 Segment B study area.

4.8.2 Groundwater Brazoria and Galveston counties are underlain by the major Gulf Coast aquifer. The Gulf Coast aquifer is broken up into layers including the Chicot, Evangeline, Jasper, and Catahoula aquifers and the Burkesville confining layer. The majority of water usage from the Gulf Coast aquifer is for public, agricultural, and industrial uses. The aquifer has not been designated by the EPA as a sole-source aquifer.

Direct impacts on groundwater quality from any of the seven Alternative Alignments would be related to storm water discharges from both the construction and the operation of the proposed SH 99 Segment B. Indirect impacts on groundwater quality would be primarily related to population growth and development, which is expected to continue within the proposed SH 99 Segment B study area.

Environmental Consequences 4-59 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Undeveloped land provides a natural filtering function, absorbing precipitation and slowly releasing it into the ground. Continued development in the proposed SH 99 Segment B study area would increase the amount of impermeable surface area and would potentially slow recharge flow to the aquifer. However, the amount of net increase of impermeable surface area from construction of any of the seven Alternative Alignments in comparison to the area of the watershed would be minimal.

During construction, appropriate measures would be taken to prevent or minimize and control hazardous materials spills in construction assembly areas. Removal and disposal of materials by contractors would be conducted in accordance with applicable federal and State regulations and laws, and would not degrade groundwater quality. Storm water control measures and BMPs would be implemented such that construction and operation of any of the seven Alternative Alignments would have minimal, if any, impact to regional groundwater resources. The No-Build Alternative would be expected to result in no new direct impacts to groundwater resources within the proposed SH 99 Segment B study area.

4.8.3 Public Drinking Water Systems All public water supply systems are eligible to participate in the Source Water Protection Program. According to data reviewed from the Public Water Supply Section of the TCEQ, the City of Alvin is the only entity within the study area enrolled in the Wellhead Protection Program. Appropriate precautions, such as establishment of BMPs, would be taken to avoid impact to the waters in the Wellhead Protection Program.

Results of a water well review for the proposed SH 99 Segment B study area indicate that a total of five public water-supply wells lie within one-quarter mile of the Central-South, Southern 2, and Southern alternatives. The wells range from approximately 760 to 1,200 feet in distance from the ROWs of these alternatives. Table 4-21 summarizes the five public water-supply wells potentially impacted.

TABLE 4-21 PUBLIC WATER-SUPPLY WELLS LOCATED WITHIN ONE-QUARTER MILE OF THE ALTERNATIVE ALIGNMENTS Approximate Public Alternative Well Owner Type Aquifer Distance from Well ID Alignment Depth ROW 6546303 Gulf Coast CMA Southern Public supply 110 feet Chicot,Upper 790 feet Oak Manor 6546207 Municipal Utility Southern Public supply 794 feet Chicot 1,120 feet District

Environmental Consequences 4-60 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Approximate Public Alternative Well Owner Type Aquifer Distance from Well ID Alignment Depth ROW Sandy Meadow 6545306 Southern 2 Public supply 625 feet Chicot 760 feet Estates Rosharon Road Southern, 6546102 Public supply 625 feet Chicot 960 feet Estates Southern 2 Southwest Central- 6546205 Public supply 147 feet Chicot,Upper 850 feet Utilities South

Note: ROW = right-of-way. Source: TWDB 2009.

Results of the water well review also indicate that a total of 29 private water wells are located within one-quarter mile of the seven Alternative Alignments. Two wells are inside the proposed Central Alternative ROW and may be directly impacted. If possible, the ROWs of the seven Alternative Alignments would be adjusted to minimize impacts to private water wells in the proposed SH 99 study area. Unavoidable impacts to private water wells would be specifically addressed subsequent to the selection of a preferred alternative. However, if adjustments are not feasible, those wells within the selected ROW would be plugged and abandoned according to TCEQ regulations, to eliminate the potential for impacts to groundwater resources. Table 4-22 summarizes the private water-supply wells within or adjacent to the proposed alternative ROWs.

TABLE 4-22 PRIVATE WATER-SUPPLY WELLS LOCATED WITHIN ONE-QUARTER MILE OF THE ALTERNATIVE ALIGNMENTS Public Approximate Alternative Primary Well Well Owner Aquifer Distance from Alignment Use Depth ID ROW 6537602 Bert Pritchett Northern 2 Unused Chicot, Upper 30 feet 880 feet F.A. Northern 2, 6538202 Unused Chicot, Upper 37 feet 770 feet Goedecke Northern Northern 2, 6538302 Frank Cisco Unused Chicot, Upper 20 feet 1,040 feet Northern Amoco Northern 2, 6538303 Industrial Chicot 581 feet 730 feet Production Northern H.N.G. Petro 6538403 Northern 2 Industrial Gulf Coast 1,160 feet 860 feet Chemicals 6538801 Isaac Estates Central Unused Chicot, Upper 30 feet Within ROW 6538901 John Savage Southern 2 Unused Chicot, Upper 16 feet 470 feet 6538902 C.A. Rooth Central Irrigation Chicot 48 feet Within ROW

Environmental Consequences 4-61 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Public Approximate Alternative Primary Well Well Owner Aquifer Distance from Alignment Use Depth ID ROW Central 420 feet Phillips Southern 2 460 feet 6539701 Petroleum Unused Chicot, Upper 156 feet Co. Central-South 420 feet South-New 480 feet Central 130 feet Gulf Oil Southern 2 Industrial 140 feet 6539703 155 feet Corp. Central-South Chicot 130 feet South-New 140 feet Phillips Southern 2 1,300 feet 6540116 Petroleum Unused Chicot 440 feet Co. South-New 710 feet Northern 2, Northern, Central, 6540119 Parker Bros. Southern 2, Domestic Chicot 457 feet 1,250 feet Central-South, South-New, Southern Northern 2 120 feet Northern 120 feet Central 120 feet McCarthy 6540403 Southern 2 Industrial Gulf Coast 731 feet 150 feet Drilling Co. Central-South 120 feet South-New 350 feet Southern 120 feet C.L. 6545301 Southern 2 Domestic Chicot, Upper 127 feet 80 feet Wimberly C.L. 6545302 Southern 2 Unused Chicot, Upper 127 feet 80 feet Wimberly 6545304 Jack Aaron Central Industrial Chicot 132 feet 1,230 feet Southern 2 470 feet Central-South 870 feet 6545305 Jack Aaron Industrial Chicot 133 feet South-New 870 feet Southern 130 feet 6545307 Brenda Hohn Southern 2 Domestic Chicot 150 feet 1,300 feet E.F. 6546101 Southern 2 Irrigation Chicot, Upper 167 feet 1,270 feet McCauley W.A. 6546201 Southern Unused Chicot, Lower 604 feet 620 feet Thomas 6546203 C.C. Watts Central-South Unused Chicot, Upper 20 feet 320 feet 6546204 W. Russell Southern 2 Unused Chicot 600 feet 460 feet

Environmental Consequences 4-62 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Public Approximate Alternative Primary Well Well Owner Aquifer Distance from Alignment Use Depth ID ROW Southwest 6546206 Central-South Unused Chicot, Upper 151 feet 930 feet Utilities Gulf Coast 6546302 Southern Unused Chicot 350 feet 880 feet CMA Gulf Coast 6546304 Southern Unused Chicot, Lower 618 feet 910 feet CMA Rowan 6546305 South-New Unused Chicot, Lower 485 feet 160 feet Drilling Co. Gulf Coast 6546307 South-New Unused Chicot, Lower 550 feet 710 feet CMA Phillips 6547102 Petroleum Southern Industrial Chicot, Lower 794 feet 930 feet Co. Phillips 6547109 Petroleum Southern Unused Chicot, Lower 700 feet 590 feet Co.

Note: The water wells included in this table do not include undocumented wells not reported or verified by the TWDB that occur in the proposed SH 99 Segment B study area. ROW = right-of-way. Source: TWDB 2009.

4.9 WETLANDS AND OTHER WATERS OF THE UNITED STATES (U.S.) 4.9.1 Navigable Waters of the United States (U.S.) No navigable waterways (i.e., waters that are presently used, or have been used in the past, or may be susceptible for use to transport interstate or foreign commerce) occur within the proposed SH 99 Segment B study area. Therefore, a Section 9 permit from the USCG or a Section 10 permit from the USACE would not be anticipated.

4.9.2 Waters of the United States (U.S.) Construction of any of the seven Alternative Alignments could result in impacts to waters of the U.S. The number of identified stream crossings for the seven Alternative Alignments range from 7 to 13. Larger waters such as Dickinson, Mustang, and Chocolate Bayous would likely be bridged, and smaller waters of the U.S. would either be bridged or placed within culverts. Crossings of waters of the U.S. would require the removal of vegetation in the immediate area of the waters. Some bank stabilization may also be required to protect stream banks from the erosive forces of storm flows within the channels. Impacts to jurisdictional waters of the U.S. below the plane of ordinary high water of the stream channel would require authorization from the USACE prior to construction; however, specific impacts cannot be assessed until a preferred alternative is selected and final design plans are completed.

Environmental Consequences 4-63 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

An increase in suspended sediments could occur at or near areas under construction; however, BMPs such as hay bales, silt fences, or rock berms would be implemented during construction to minimize potential impacts to the immediate construction area. Any water quality impacts would be expected to be short-term and localized, as sediments should quickly settle from the water column downstream of disturbed areas. Required permits and USACE coordination are discussed in Section 4.10. There would be no direct impact to waters of the U.S. as a result of implementation of the No-Build Alternative.

4.9.3 Wetlands According to NWI mapping, numerous wetlands occur within the proposed ROWs of the seven Alternative Alignments. Many of these mapped wetlands may be determined by the USACE to be isolated rather than adjacent, as these wetlands have no nexus to interstate commerce other than potential use by migratory birds. According to the 2001 U.S. Supreme Court ruling on Solid Waste Agency of Northern Cook County, Petitioner v. U.S. Army Corps of Engineers, et al., isolated wetlands are outside of the USACE’s CWA jurisdiction. On June 5, 2007, the EPA and USACE provided additional guidance on determining jurisdictional waters of the U.S. that followed the U.S. Supreme Court’s decision in Rapanos v. United States and Carabell v. the United States. This guidance discusses additional information on determining whether a wetland is jurisdictional by using significant nexus as a determining factor. For a wetland to be jurisdictional, it has to have more than a speculative or insubstantial effect on the chemical, physical, and/or biological integrity of a traditional navigable water. Current guidance from the USACE, Galveston District, indicates that isolated wetlands have no apparent connection to other waters of the U.S. or tributaries, and are situated outside the mapped 100-year floodplain. Interpretation of aerial photographs suggests that several wetlands within each of the Alternative Alignments may be isolated, based upon the USACE, Galveston District guidance. However, the USACE is the agency to make the final determination as to the jurisdictional status of wetlands. Because a formal delineation or jurisdictional determination has not been performed, it is assumed for this EIS that all wetlands occurring within ecan of the seven Alternative Alignments are jurisdictional. A draft jurisdictional determination would be conducted for the selected preferred alternative and the resulting report submitted to the USACE for verification.

Planning of the seven Alternative Alignments included efforts to avoid impacts to wetlands resources; however, the distribution of wetlands within the proposed SH 99 Segment B study area and the geometric configuration of the roadway design made complete avoidance impractical. All of the corridor components identified in the universe of alternatives involved impacts to wetlands. Therefore, construction of any of the seven Alternative Alignments would likely require the placement of fill material into wetlands. No practicable alternatives to construction in wetlands are available. To the extent

Environmental Consequences 4-64 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South practicable, the seven Alternative Alignments would minimize impacts to wetlands; however, it is assumed that some wetlands impacts would be unavoidable within the proposed ROWs of the alternatives. Upon selection of a preferred alternative, additional efforts would be made to refine the alignment to avoid wetlands and to incorporate practicable measures to minimize unavoidable impacts to wetlands. Potential wetlands impacts for the seven Alternative Alignments are presented in Table 4-23.

TABLE 4-23 POTENTIAL WETLAND IMPACTS WITHIN THE ALTERNATIVE ALIGNMENTS Alternative Forested Non-Forested Alignment Wetlands Wetlands Northern 0 acres 24 acres Northern 2 2 acres 33 acres Central 19 acres 26 acres Central-South 20 acres 22 acres South-New 10 acres 35 acres Southern 5 acres 31 acres Southern 2 3 acres 3 acres

Source: SH 99 Segment B Study Team.

Nine wetlands encompassing approximately 24 acres occur within the Northern Alternative ROW. The wetlands are classified on the NWI maps as PUB, PEM, or PSS. No forested wetlands occur within the Northern Alternative.

Ten wetlands encompassing approximately 35 acres occur within the Northern 2 Alternative Alignment ROW. The wetlands are classified on the NWI maps as PUB, PEM, PSS, and PFO. One of these wetlands is forested and encompasses approximately 2 acres within the proposed ROW. Forested wetlands mainly occur within floodplains adjacent to creeks. These areas may be bridged; however, it is anticipated that the ROW would require clearing by mechanized equipment, and that avoidance of all wetlands may not be possible. Mechanized land clearing is a regulated activity under USACE regulations (33 CFR §323), which includes any cutting, windrowing, or other clearing activity with mechanized equipment such as a backhoe, tractor, or bulldozer with sheer blades, rakes, or discs. In most cases, the USACE considers these activities to be point source discharges subject to Section 404 of the CWA, requiring that a Section 404 permit be obtained prior to construction. Forested wetlands outside the floodplain are also likely to be impacted.

Wetlands impacts would include the removal of existing vegetation, whether herbaceous, scrub-shrub, or forested. The placement of fill material and grading of the ROW would also be necessary to prepare the area for roadway construction. Following construction, the ROW would be revegetated and maintained on

Environmental Consequences 4-65 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South a routine basis. Compensatory mitigation would be required as part of USACE permitting; however, the conversion of wetlands to ROW would represent a loss of these resources within the ROW, and a loss of the functions of these wetlands such as flood storage, habitat, and storm water filtration.

The Central Alternative ROW contains nine wetlands encompassing approximately 45 acres. Six of these wetlands are forested and total approximately 19 acres. The remaining 26 acres of non-forested wetlands in the Central Alternative ROW are classified on the NWI maps as PUB, PEM, and PSS wetlands. If possible these wetlands would be avoided; however, wetland impacts are anticipated.

Eighteen wetlands encompassing approximately 42 acres occur within the ROW of the Central-South Alternative. Of the 18 wetlands, five are forested. The five forested wetlands equate to approximately 20 acres. Avoidance of these wetlands is unlikely; thus, the forested wetlands could be impacted. The remaining 22 acres of non-forested wetlands in the Central-South Alternative ROW are classified on the NWI maps as PUB, PSS, and PEM. If possible these wetlands would be avoided; however, wetland impacts are anticipated.

Thirteen wetlands that encompass approximately 45 acres lie within the ROW of the South-New Alternative. Nine of these 13 wetlands are forested wetlands that total approximately 10 acres. The forested wetlands would likely be impacted during construction. The remaining four wetlands encompassing approximately 35 acres are classified on the NWI maps as PUB, PEM, and riverine wetlands. These wetlands would also likely be impacted if the South-New Alternative is constructed.

Nineteen wetlands that encompass approximately 36 acres lie within the ROW of the Southern Alternative. Two of these 19 wetlands are forested wetlands that total approximately 5 acres. The forested wetlands would likely be impacted during construction. The remaining 17 wetlands encompassing approximately 31 acres are classified on the NWI maps as PUB, PEM, riverine, and PSS wetlands. These wetlands would also likely be impacted if the Southern Alternative is constructed.

Twelve wetlands that encompass approximately 6 acres lie within the ROW of the Southern 2 Alternative. Four of these 12 wetlands are forested wetlands that total approximately 3 acres. The forested wetlands would likely be impacted during construction. The remaining eight wetlands encompassing approximately 3 acres are classified on the NWI maps as PUB, PEM, and PSS wetlands. These wetlands would also likely be impacted if the Southern 2 Alternative is constructed.

Filling wetlands can have an adverse effect on water quality and hydrology of area wetlands and streams. The removal of vegetative cover and filling of depressional wetlands could increase runoff into streams

Environmental Consequences 4-66 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South within the SH 99 Study Area. This increase in runoff could elevate sedimentation and pollutants, potentially modifying water chemistry and negatively impacting aquatic organisms. Additionally, the removal of depressional wetlands could reduce the flood control function, increasing storm water runoff during storm events. Instead of water collecting in the wetland basins, it would runoff into area streams, thereby increasing flow. However, potential increased storm water runoff would be mitigated through the construction of detention basins. The detention basins would retain runoff until high flows and water levels in nearby streams subside. Also, the retained discharge would increase the time that low- and medium-flows travel through the SH 99 Segment B study area. This increased travel time, along with contact with vegetated areas within the basin would reduce sediments and other pollutants potentially entering the Chocolate Bayou, Dickinson Bayou, and other watersheds in the study area. BMPs would be implemented during construction of any of the seven Alternative Alignments to minimize potential short- term increases in pollutants, including sedimentation. Construction of detention facilities as part of roadway construction would reduce long-term sediment and pollutant loads entering into these watersheds. There would be no impact to wetlands as a result of implementation of the No-Build Alternative.

4.9.4 Waters of the United States (U.S.) Functions and Values Although no site-specific assessments have been conducted, it is anticipated that wetland functions would be temporarily or permanently lost as a result of construction of any of the seven Alternative Alignments. These functions might include food chain support, habitat, flood control, and nutrient/pollutant retention. Functions for all waters of the U.S., including streams and wetlands, would be assessed during field investigations of the selected preferred alternative. The USACE and other resource agencies would review the functions and values of these waters as part of the permit evaluation process as required by the Compensatory Mitigation for Losses of Aquatic Resources (33 CFR Parts 325 and 332 and 40 CFR Part 230) effective June 9, 2008. Aquatic resource functions would be discussed in any required Section 404 permit application and taken into consideration during mitigation planning. To the extent practicable, aquatic resource functions would be replaced, in accordance with USACE requirements, as part of mitigation.

Aquatic resource values would also be assessed during analysis of the preferred alternative. Examples of values include aesthetics, recreation, and uniqueness. These values and others would be considered by TxDOT, USACE, and the resource agencies and analyzed during the permit process to reach a consensus as to an adequate replacement of the values through mitigation. There would be no impact to wetland functions or values as a result of implementation of the No-Build Alternative.

Environmental Consequences 4-67 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

4.10 PERMITS Activities involving the discharge of dredged or fill material below the plane of ordinary high water of waters of the U.S., or any fill within jurisdictional wetlands, is subject to Section 404 of the CWA and Section 401 water quality certification. The occurrence of stream crossings and other waters of the U.S. associated with the seven Alternative Alignments would be analyzed relative to limitations of applicable permits within the USACE’s Nationwide Permit program. The size of the project and number of crossings may require a USACE Individual Permit prior to construction. TxDOT would coordinate with the USACE, Galveston District, to determine Department of the Army permitting requirements, including a mitigation plan for unavoidable adverse impacts to waters of the U.S.

TxDOT would follow the Compensatory Mitigation rule, which applies to both the Nationwide Permit program and Individual Permits. The rule states that for impacts authorized under Section 404 of the CWA, compensatory mitigation is not considered until after all appropriate and practicable steps have been taken to first avoid and then minimize adverse impacts to the aquatic ecosystem. The Compensatory Mitigation rule also establishes a preference hierarchy for mitigation options, where practicable. The most preferred option is mitigation bank credits. Bank credits are usually in place before the fill activity is permitted. In-lieu fee program credits are second in the preference hierarchy, because the in-lieu fee program may involve larger, more ecologically valuable compensatory mitigation projects as compared to permittee-responsible mitigation. Permittee-responsible mitigation is the third option, with three possible circumstances:

 Conducted under a watershed approach,  On-site and in-kind, and  Off-site/out-of-kind.

While on-site/in-kind mitigation approaches will continue to be evaluated, the rule acknowledges that there are circumstances where off-site or out-of-kind compensatory mitigation may be more beneficial for a watershed.

Streams potentially impacted by the seven Alternative Alignments would be assessed using the USACE, Galveston District’s Interim Stream Assessment Standard Operating Procedure. The functional condition of each stream would be assessed to determine the appropriate functional credits to offset any unavoidable loss of aquatic resources. To the extent practicable, compensatory mitigation would be sufficient to replace lost aquatic resource functions associated with the stream bed. Construction of stream crossings would be expected to accommodate normal and anticipated flood flows, and would not be expected to decrease or increase flows within the local drainageways. A SW3P would be prepared and

Environmental Consequences 4-68 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South implemented prior to construction. The SW3P would include erosion and sediment controls, including interim and permanent stabilization practices.

On September 14, 1998, the Regional Administrator for the EPA, Region 6, approved the application by the State to administer and enforce the National Pollutant Discharge Elimination System program for regulating discharges of pollutants into waters of the State. The authority to approve State programs is provided to EPA in Section 402(b) of the CWA. The approved state program, (i.e., the TPDES program), is administered by TCEQ. The initial TPDES CGP became effective on March 5, 2003, and covered projects disturbing five acres or more. The TPDES CGP was re-issued on March 5, 2008 and extends permit coverage to sites disturbing one acre or more. The proposed SH 99 Segment B is located within the boundaries of the City of Alvin, Oak Manor Municipal Utility District (MUD), Bay Colony West MUD, Galveston County MUD 14, and Galveston County MUD 15 Phase II Municipal Separate Storm Water System and would comply with the applicable MS4 requirements. In addition, the proposed SH 99 Segment B would include the disturbance of greater than 5 acres of land. TxDOT would comply with TCEQ’s TPDES CGP, as discussed below. Since more than one acre of land would be disturbed, a SW3P would be implemented, and a construction site notice would be posted on the construction site. A NOI would also be required since greater than 5 acres of land would be disturbed. TxDOT would be required to meet the following TPDES CGP requirements for the proposed SH 99 Segment B.

 Obtain a copy of the TCEQ CGP (TPDES Permit Number TXR150000)  Develop and implement a SW3P  Complete and submit a NOI to the TCEQ  Submit a Notice of Termination once the site has reached final stabilization

TxDOT would develop a new SW3P plan or amend a previous plan to address the proposed SH 99 Segment B, and measures would be implemented to prevent or correct erosion that may develop during construction. Guidance documents, such as TxDOT’s Storm Water Management Guidelines for Construction Activities, provide discussion of storm water controls to be implemented during construction, as previously discussed in Section 4.8. No permits would be required as a result of implementation of the No-Build Alternative.

4.11 VEGETATION AND WILDLIFE 4.11.1 Vegetation To the extent practicable, vegetation associated with vegetation communities such as forests and wetlands would be avoided. However, it is assumed that the majority of vegetation within the limits of the ROW of any of the seven Alternative Alignments would be impacted. Elimination of vegetation is needed for

Environmental Consequences 4-69 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South grade and fill activities to prepare the ROW for road construction. Removal of vegetation within the ROW would be expected to have some impact on wildlife, water quality, biomass, nutrient cycling, and visual aesthetics.

The majority of vegetation impacts would occur to agricultural and pastureland communities. Although clearing of the selected ROW would remove native and introduced species, as well as crops, the acreage of agricultural land within the ROW of each alternative represents less than 1 percent of this habitat type in Brazoria County (Table 4-24). Construction of the proposed SH 99 Segment B would permanently remove vegetation from agricultural and pastureland communities ranging from approximately 384 acres to 1,008 acres. Conversion of this acreage to ROW would represent a removal of land previously used for crop production, livestock pasture, or wildlife habitat; however, agricultural land and pastureland immediately adjacent to the roadway ROW would remain available for such uses. Future activities practiced by landowners adjacent to the roadway ROW would determine whether or not these lands continue to be used for similar purposes.

TABLE 4-24 POTENTIAL VEGETATION IMPACTS WITHIN THE ALTERNATIVE ALIGNMENTS Alternative Urban/ Agricultural Riparian Woodlots Other Alignment Residential Northern 923 acres 47 acres 22 acres 118 acres 13 acres Northern 2 832 acres 48 acres 9 acres 59 acres 96 acres Central 759 acres 65 acres 37 acres 147 acres 23 acres Central-South 890 acres 61 acres 23 acres 136 acres 7 acres Southern 1,008 acres 38 acres 64 acres 171 acres 83 acres Southern 2 384 acres 268 acres 28 acres 94 acres 314 acres South-New 770 acres 241 acres 25 acres 84 acres 62 acres

Note: Other includes roadways, ditches, and creeks. Source: SH 99 Segment B Study Team.

The majority of plants and trees in urban and residential communities are ornamental plantings that exist in a previously disturbed environment. The removal of these landscaped areas would reduce aesthetic value and shade tree value in those areas. Similar to agricultural land and pastureland, the removal of urban and residential areas ranging from 38 to 268 acres represents a permanent loss of this vegetation type within the proposed SH 99 Segment B study area. Landscape and ornamental plantings in areas adjacent to the roadway ROW would be expected to remain, and areas that may develop in the vicinity of the ROW would likely exhibit similar vegetation characteristics. Where possible within the ROW, trees and other native ornamentals would be planted.

Environmental Consequences 4-70 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

If feasible, riparian habitat would be avoided, although it is anticipated that some impact to riparian habitat within the proposed ROWs would be unavoidable. A reduction in riparian corridor vegetation may negatively impact surrounding habitat by fragmenting travel corridors for wildlife. Riparian vegetation is a relatively small component of the vegetation types within the areas of the seven Alternative Alignments, ranging from 9 acres to 64 acres. This is reflective of the limited riparian vegetation that is present within the proposed SH 99 Segment B study area. Previous agricultural activities have encroached into riparian areas associated with stream and tributary channels within the study area, and existing roadways and utility easements have removed riparian vegetation in areas where these roadways and utilities intersect streams and drainageways. Riparian vegetation shades streams and drainageways and provides natural vegetation filter strips for storm water runoff. A reduction in riparian corridor vegetation could increase water temperature in the immediate area of any of the proposed ROWs and remove protective cover used by wildlife. Some disturbance of the bayou channels and tributary drainages may occur as vegetation is removed during construction; however, this condition would be temporary. The ROW would be revegetated with predominantly herbaceous species, which would reduce sediment loads entering into these receiving waters.

Depending upon the preferred alternative selected, implementation of the proposed SH 99 Segment B would remove approximately 9 acres to 64 acres of riparian vegetation. The removal of riparian vegetation would create an interruption in the continuity of the riparian corridor in the immediate area of the proposed roadway crossing; however, the interruption may not be a unique feature because of vegetation removal that has occurred in association with other roadway or utility crossings in the vicinity. Where spanned bridge structures are constructed for the roadway crossing, terrestrial wildlife would continue to move along the watercourse, passing under the bridge structure. For smaller watercourses where culverts are constructed, wildlife traveling along a watercourse may pass over the roadway and be exposed to oncoming vehicular traffic resulting in injury or mortality.

If selected the build alternative ROW would be revegetated upon completion of road construction. Open areas would be revegetated and maintained according to standard TxDOT practices. Other landscape measures may include tree and shrub plantings. All landscaping would be in accordance with EO 13112 on Invasive Species and the Executive Memorandum on Beneficial Landscaping. TxDOT would adhere to the following sustainable landscape measures and practices where cost-effective and to the extent practicable.

Environmental Consequences 4-71 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Use regionally native plants for landscaping  Design, use, or promote construction practices that minimize adverse effects on the natural habitat  Reduce fertilizer and pesticide use  Implement water-efficient and runoff reduction practices  Create outdoor demonstration projects employing the above measures and practices

TxDOT-TPWD Memorandum of Understanding (MOU) on Non-Regulatory Mitigation Provision (4)(A)(i) of the 1998 Memorandum of Understanding (MOU) between TxDOT and TPWD requires that vegetation and habitat for the proposed SH 99 Segment B be characterized, as defined by Sections 1, 2, and 3 of the 2001 TxDOT-TPWD Memorandum of Agreement, and the impact to vegetation described.

Regarding unusual vegetation features as defined by Section 1 of the TxDOT-TPWD Memorandum of Agreement:

 Unmaintained vegetation is restricted to approximately 85 percent of the study area (percentage applied to all seven Alternative Alignments).  Trees and shrubs are present along fence lines.  Approximately 64 acres of riparian vegetation are present in the Southern Alternative, 25 acres in the South-New Alternative, 28 acres in the Southern 2 Alternative, 37 acres in the Central Alternative, 23 acres in the Central-South Alternative, 22 acres within the Northern Alternative, and 9 acres in the Northern 2 Alternative. Additionally, approximately 2 acres of forested wetlands are mapped as occurring in the Northern 2 Alternative, and 19 acres are mapped as occurring in the Central Alternative. Twenty acres of forested wetlands are mapped as occurring in the Central-South Alternative, and 5 acres of forested wetlands are mapped as occurring in the Southern Alternative. Ten acres of forested wetlands are mapped as occurring in the South-New Alternative, and 3 acres are mapped as occurring in the Southern 2 Alternative.  Large trees were noted, but these trees were not unusually larger than trees occurring outside the seven Alternative Alignments.  Unusual stands or islands of vegetation were not present based on the investigations performed.

The following describes special habitat features, as defined by the TxDOT-TPWD MOU, considered during this evaluation.

 Bottomland and riparian habitat communities occur within the seven Alternative Alignments. Of this total, approximately 69 acres occur within the Southern Alternative, 35 acres within the

Environmental Consequences 4-72 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

South-New Alternative, 24 acres within the Southern 2 Alternative, 43 acres within the Central- South Alternative, 56 acre within the Central Alternative, 22 acres within the Northern Alternative, and 10 acres within the Northern 2 Alternative.  Caves, cliffs, and bluffs were not noted.  Native prairies were not noted, as the SH 99 Segment B study area has been disturbed by agricultural practices.  One pond is located within both the Northern and Central-South alternatives, and six ponds are located in the Northern 2 Alternative. Three ponds are located in both the Central and South-New alternatives, and 10 ponds are located in the Southern 2 Alternative. No ponds appear to be present within the Southern Alternative. Snags were not a common occurrence within the seven Alternative Alignments.  The seven Alternative Alignments cross numerous creeks: o 13 crossing for the Northern, Central, and Central-South alternatives, o 11 crossing in the Southern and Southern 2 alternatives, o 14 crossings in the South-New Alternative, and o 9 crossing in the Northern 2 Alternative. Flow characteristics within these waterways appear to range from perennial to intermittent.  Bridges with known or observed bird or bat colonies were not noted.

The above information is based on limited site visits to areas that are accessible to the public. A detailed characterization and impact assessment would be performed for the selected preferred alternative.

Habitats given special consideration for non-regulatory mitigation would be avoided, if possible. Investigations would be conducted for the selected preferred alternative to determine the occurrence of rare vegetation series within the ROW. Bottomland hardwoods and riparian sites are present within the proposed SH 99 Segment B study area (Table 4-23 and Table 4-24). Attempts would be made to avoid bottomlands and riparian sites during the design phase if one of the seven Alternative Alignments is selected as the preferred alternative; however, complete avoidance is unlikely. No known native prairies occur with the study area. If impacts do occur to special habitat features, mitigation would be discussed with regulatory agencies and proposed SH 99 Segment B stakeholders. There would be no impact to vegetation as a result of implementation of the No-Build Alternative.

4.11.2 Wildlife Construction of the proposed roadway would result in the loss of wildlife habitat, including areas that may be used as habitat for wintering waterfowl. Habitat such as abandoned and/or active agricultural land, riparian corridors, woodlots, and wetlands would be impacted. Wildlife inhabiting urban and

Environmental Consequences 4-73 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South residential communities would be displaced. There may also be a loss of individual animals, particularly less mobile species, during construction and as a result of vehicle-animal strikes.

Agricultural and Pastureland Community Utilization of agricultural vegetation communities by large mammals other than domestic livestock is minimal. This habitat type does not provide sufficient cover for large mammals. An occasional transient occurrence is possible; however, construction of any of the seven Alternative Alignments would not be expected to affect large mammal populations. Many small and medium size mammals occur in this habitat type. Animals displaced during construction of the proposed SH 99 Segment B would move into agricultural and pastureland communities adjacent to the proposed SH 99 Segment B ROW. Individuals of small and medium size mammals may be eliminated during construction by heavy equipment, and additional losses could occur on the constructed roadway as individual animals are injured or killed by passing vehicles. Animals displaced by construction that move into nearby habitat types may cause temporary increases in adjacent local populations. These increased local populations would be expected to correct over time due to increased competition for resources.

TPWD biologists conduct wintering waterfowl counts on at least an annual basis in Brazoria and Galveston counties. Since approximately the 1970s, wintering waterfowl numbers have been decreasing in Brazoria and Galveston counties. The reasons for this trending decline are unknown, but the biologists suggest a combination of climate change, habitat loss, and a decrease in rice production within these counties may be the cause. The declining numbers of wintering waterfowl in Brazoria and Galveston counties does not necessarily correlate to an overall waterfowl population decline, but rather suggests that wintering waterfowl are locating to other areas in which to overwinter, possibly in other states north and east of Texas (TPWD 2009).

Rice harvest data obtained in January 2009 from the U.S. Department of Agriculture details rice harvest information for Brazoria and Galveston counties dating back to 1968. In 1968, approximately 63,150 and 12,600 acres of rice were planted in Brazoria and Galveston counties, respectively. In 2004 (latest data available), approximately 1,000 acres of rice were planted in Galveston County, and in 2007, approximately 11,700 acres of rice were planted in Brazoria County. Decreasing rice production, which is an important component of wintering waterfowl diet, may be due to altered or different agricultural practices and global competition.

The selected preferred alternative would be reviewed for areas in active rice production or other habitat that might be used by wintering waterfowl. A continuation of the declining trend of rice planted in the

Environmental Consequences 4-74 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South study area could correlate to a continued decline in the number of waterfowl overwintering in Brazoria and Galveston counties. The declining trends are due to factors already in place and would not be the result of construction of the proposed SH 99 Segment B.

Other birds using agricultural and pastureland communities within the ROWs of any of the seven Alternative Alignments would be permanently displaced by construction of the proposed SH 99 Segment B. Displaced birds would migrate to similar habitat located adjacent to the ROW or other areas of Brazoria and Galveston counties. Construction of the proposed roadway would result in a permanent reduction in the amount of agricultural land and pastureland, but this reduction is small in proportion to that available in Brazoria and Galveston counties. Similar to small and medium size mammals, some individual birds may be eliminated by heavy equipment during construction and additional losses may occur because of bird-vehicle strikes as motorists travel on the constructed roadway.

The Migratory Bird Treaty Act protects migratory birds, active nests, eggs and/or their young. In the event that migratory birds are encountered onsite during the proposed SH 99 Segment B construction, every effort would be made to avoid harm to migratory birds, their eggs, nests, and young. If necessary, old migratory bird nests would be removed from structures after the nesting season. For planned upcoming construction, preventive measures would be taken to prevent birds from building new nests in the proposed construction area.

Reptiles and amphibians (herptiles) that occur in agricultural and pastureland communities would either be displaced or eliminated during construction. Additional losses of individual animals may also occur as a result of being struck by passing vehicles.

Riparian Habitat and Woodlots Riparian habitat is important to wildlife within the proposed SH 99 Segment B study area because very little vertical structure is available in the portions of Brazoria and Galveston counties where the study area is located. Riparian habitat provides travel corridors, migratory fallout, and vertical layers for nesting. It also provides shade and protection for aquatic organisms in area streams. Mammals utilize the riparian habitat for foraging, travel, and cover. The corridors provide hard and soft mast for consumption, a portion of which would be reduced upon construction. Removal of a portion of the riparian habitat would expose travel routes, and once road construction is complete, potentially expose mammals to automobile traffic. Bridge structures spanning larger water courses would allow wildlife to continue to move along the water course under the bridge. Smaller water courses placed within culverts would place animals at

Environmental Consequences 4-75 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South risk of being struck by automobile traffic as the animals pass over the roadway. The removal of trees and snags would also reduce possible roosting spots for bats.

Riparian habitat is important to birds in the study area. Neotropical migrants use these areas as migratory fallouts. The habitat provides resting and foraging opportunities for exhausted migrants. Resident and other birds use the vertical structure for nesting and travel corridors. Clearing the ROW would interrupt the contiguous riparian habitat and introduce more human disturbance in the study area. This would cause the birds to relocate to similar habitat adjacent to the seven Alternative Alignments. Vertical riparian habitat is becoming increasingly more important to resident and migrant birds due to habitat loss from changing land use and urban sprawl.

Removal of woodlots would have an effect on wildlife similar to the removal of riparian habitat. Roadway development would eliminate cover for foraging, edge effect, roosting, migratory fallout, and nesting. Wildlife would potentially be forced to utilize outlying areas with limited vertical structure located in these portions of Brazoria and Galveston counties. Small forested areas are becoming increasingly valuable to wildlife because of the increase in urban development throughout Brazoria and Galveston counties.

Wetlands located within any of the seven Alternative Alignment ROW would likely be filled and graded during construction of any of the alternatives. Potential wetland impacts, based on NWI mapping, are presented in Table 4-23. Wetlands in this region have generally been adversely impacted by agricultural practices; however, some habitat remains to support breeding and wintering songbirds and waterbirds such as waterfowl, shorebirds, and herons. These wetlands also support populations of amphibian and reptile species. Additionally, mammals use the wetlands during foraging and possibly to water.

Loss of wetlands would displace indigenous and migrant wildlife. Individuals of less mobile wildlife species could be eliminated by heavy equipment during construction. The loss of wetland habitat within the proposed SH 99 Segment B ROW would force wildlife to seek other wetland habitats in the study area. Numerous acres of PEM and PSS wetlands exist in Brazoria and Galveston counties. The potential loss of up to 35 acres of emergent wetlands (depending on the Alternative Alignment selected) would represent less than 1 percent of wetland habitat in Brazoria and Galveston counties (USFWS 1992). PFO wetlands are a valuable habitat resource in this region due to the limited occurrence of this resource. The majority of the wetland habitat in Brazoria and Galveston counties is open with ground cover or a scrub/shrub stratum. The loss of forested habitat would negatively impact wildlife. Birds, mammals, and herptiles unable to move or adapt to the changed condition would likely be forced to relocate to limited

Environmental Consequences 4-76 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South similar habitat or be eliminated. The carrying capacity of available PFO habitat in the study area is unknown. This could force motile wildlife (e.g., birds) to assimilate in similar PFO wetland habitat. The direct and indirect loss of PFO wetlands caused by construction of the proposed roadway could lead to a slight permanent decline in wildlife (see Table 4-23 for potential impacts to forested wetlands [Note: the Northern Alternative does not contain mapped PFO wetlands within the ROW]). There would be no impact to wildlife as a result of implementation of the No-Build Alternative.

4.12 THREATENED AND ENDANGERED SPECIES As discussed in Section 3.11, the following State and federal threatened and endangered species could be expected to occur in or near the proposed SH 99 Segment B study area:

 American Peregrine Falcon,  Bald Eagle,  Brown Pelican,  White-Faced Ibis,  White-Tailed Hawk,  Whooping Crane,  Wood Stork,  Smooth Pimpleback (mollusk), and  Timber/Canebrake Rattlesnake.

A brief description of these species, the habitat requirements of each species, as well as the potential for suitable habitat for these species, was included in Section 3.11. Field investigations to determine whether the listed species occur within the proposed SH 99 Segment B study area have not been conducted. The potential for occurrences of threatened or endangered species and the need for consultation with regulatory agencies are discussed below. Field investigations of the selected preferred alternative would be conducted to determine the potential presence of listed sensitive species or habitat suitable for supporting such species. Coordination and consultation with regulatory agencies would be conducted as needed based upon the findings of the field investigations.

4.12.1 Birds The majority of the threatened or endangered birds that could occur within the proposed SH 99 Segment B study area would only appear on a transient basis. State listed birds that could occur include the following species:

Environmental Consequences 4-77 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 American Peregrine Falcon,  Bald Eagle, Brown Pelican,  White-faced Ibis,  White-tailed Hawk,  Whooping Crane, and  Wood Stork.

Birds listed as species of concern by the State that could occur include the following species:

 Arctic Peregrine Falcon,  Black Rail,  Henslow’s Sparrow,  Mountain Plover,  Snowy Plover, and  Western Snowy Plover.

The proposed SH 99 Segment B would have no impact to these State-listed birds. The Brown Pelican and Whooping Crane are bird species that are State and federally-listed that could occur within the proposed SH 99 Segment B study area. Many of the above mentioned bird species could pass through the study area during migrations and possibly rest for a short time. Construction of the roadway would not adversely affect birds in flight because the birds would be expected to fly at elevations well above the roadway travel lanes. If any of the birds should pause in the areas of the seven Alternative Alignments, they could continue to fly a short distance to an undisturbed location. The habitat located in the study area is generally not conducive for feeding or nesting of the above mentioned listed birds. Thus, no effect to federally-listed species is expected and no impact to State-listed species is expected. However, specific investigations for the listed birds have not been conducted. Field investigations for the listed birds would be conducted as part of the evaluation of the selected preferred alternative. If species or habitat for the above listed species is observed, the no effect and no impact determinations would be reassessed.

The Bald Eagle was delisted by the USFWS on August 8, 2007. The health of the Bald Eagle population will be monitored for the next five years, and the Bald Eagle could be reclassified after the five-year monitoring period. The Bald Eagle is still listed as threatened by TPWD. Additionally, the Bald Eagle is protected by the Migratory Bird Treaty Act and the Eagle Act. Under the Migratory Bird Treaty Act, it is illegal to pursue, hunt, take, capture, kill, possess, sell, barter, purchase, export, or import migratory birds, their parts, nests or eggs, except as permitted by regulation. “Take” is defined under the Migratory Bird Treaty Act as “pursue, hunt, shoot, wound, kill, trap, capture, possess, or collect” (USFWS 2007). The

Environmental Consequences 4-78 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Eagle Act prohibits the take, possession, sale, purchase, barter, offer to sell, purchase, or barter, transport, export or import, of any Bald or Golden Eagle, alive or dead, including any part, nest, or egg, unless allowed by permit. “Take” is defined as “pursue, shoot, shoot at, poison, wound, kill, capture, trap, collect, molest or disturb” a Bald or Golden Eagle. The term “disturb” under the Eagle Act was recently defined by a final rule published in the FR on June 5, 2007. “Disturb” means to agitate or bother a Bald or Golden Eagle to a degree that causes, or is likely to cause, based on the best scientific information available, 1) injury to an eagle, 2) a decrease in its productivity, by substantially interfering with normal breeding, feeding, or sheltering behavior, or 3) nest abandonment, by substantially interfering with normal breeding, feeding, or sheltering behavior (USFWS 2007). No confirmed sightings of Bald Eagles or nests are known within the proposed SH 99 Segment B study area according to the USFWS; however, the Bald Eagle could nest along the riparian corridor of Chocolate Bayou. Increases in traffic and construction noise may elevate stress levels in any potential breeding eagles, possibly causing the birds to flee or fail at breeding attempts. Construction outside of the breeding season may be considered to reduce stress levels on any eagles that might occur in the study area. Since eagles are not known to occur in the proposed SH 99 Segment B study area, implementation of the proposed SH 99 Segment B would have no effect on the Bald Eagle. However, specific investigations for Bald Eagles have not been conducted. Field investigations for Bald Eagles would be performed as part of the evaluation of the selected preferred alternative. The National Bald Eagle Guidelines would be reviewed for appropriate measures that may be applied to the proposed SH 99 Segment B to reduce or eliminate potential impacts to Bald Eagles, if present.

4.12.2 Fishes The American Eel is a State-listed species of concern that could occur within the proposed SH 99 Segment B study area. Construction of roadway bridges would not adversely affect the American Eel, and no impact to the species is expected. If the American Eel was present during construction, it would be expected to travel down the waterway to an undisturbed area.

4.12.3 Mammals The Plains Spotted Skunk is a State-listed species of concern that could occur within the proposed SH 99 Segment B study area and may be impacted by the proposed SH 99 Segment B. If one of the seven Alternative Alignments is selected as the preferred alternative and the skunk is present within the ROW during construction, it would either leave the ROW or be eliminated during construction.

4.12.4 Mollusks The Smooth Pimpleback is State-listed as a threatened species that could occur within the proposed SH

Environmental Consequences 4-79 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

99 Segment B study area and may be impacted by the proposed SH 99 Segment B. If one of the seven Alternative Alignments is selected as the preferred alternative and this species is present within the ROW during bridge construction over the waterways, it would likely be eliminated during construction. Investigations for the Smooth Pimpleback would be conducted as part of the evaluation of the selected preferred alternative. A determination could then be made if an impact to this listed species would occur through implementation of the preferred alternative.

4.12.5 Plants No vascular plants are listed by the USFWS or the TPWD as threatened or endangered in Brazoria County or Galveston County. The TPWD does list Coastal Gay-Feather (Liatris bracteata), Correll’s False Dragonhead (Physostegia correllii), Giant Sharpstem Umbrella Sedge (Cyperus cephalanthus), Grand Prairie Evening Primrose (Oenothera pilosella spp. sessilis), Houston Daisy (Rayjacksonia aurea), Texas Meadow-Rue (Thalictrum texanum), Texas Windmill Grass (Chloris texensis), and Threeflower Broomweed (Thurovia triflora) as species of concern. As stated in Section 3.11, the Natural Diversity Database has recorded the observed occurrence of Texas windmill-grass in the southern portion of the proposed SH 99 Segment B study area in 1966. Two additional occurrences were documented in the eastern portion of the study area near the proposed SH 99 Segment B terminus with IH 45 South. Since the land within seven Alternative Alignments has been disturbed through farming or other human disturbances, the proposed SH 99 Segment B would have no impact on these plant species. TPWD recommends surveys for the Texas Windmill Grass and the Houston Daisy, and notes that habitat for these two species can sometimes overlap habitat for the federal and State-listed endangered Texas prairie dawn (Hymenoxys texana). Although Texas prairie dawn has not yet been identified in Brazoria or Galveston counties, TPWD recommends that areas not recently under cultivation be assessed for suitable habitat for Texas prairie dawn. Upon selection of the preferred alternative, the ROW would be investigated for the presence of these plant species. If the Texas prairie dawn or the TPWD species of concern, or habitat required by the Texas prairie dawn or the TWPD species of concern, is observed, coordination with the USFWS and TPWD would be conducted and species determination would be reassessed.

4.12.6 Reptiles The Timber/Canebrake Rattlesnake is a State-threatened species that could occur in the proposed SH 99 Segment B study area and may be impacted by the proposed SH 99 Segment B. If one of the seven Alternative Alignments is selected as the preferred alternative, the ROW would be investigated. If the Timber/Canebrake Rattlesnake is observed, coordination with the TPWD would be conducted to determine if implementation of the selected preferred alternative would impact the snake. During

Environmental Consequences 4-80 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South construction, the snake would be expected to leave or avoid the ROW; however, individuals could be eliminated by construction equipment.

There would be no impact to threatened and endangered species as a result of implementation of the No-Build Alternative.

4.13 FLOODPLAINS Portions of some of the seven Alternative Alignments occur in areas that are designated by FEMA as a Special Flood Hazard Area. A hydraulic study would be conducted during the design phase of the proposed SH 99 Segment B and would include an evaluation of existing floodplains and predicted storm water runoff from the proposed roadway. The roadway would be designed not to increase the risk of flooding by incorporating necessary drainage features such as culverts and bridges in the proposed SH 99 Segment B. This section discusses the regulatory requirements and process by which TxDOT would comply with regulations related to floodplain management. Roadway development associated with the proposed SH 99 Segment B located within a Special Flood Hazard Area would require coordination with local floodplain administrators and/or drainage districts for Brazoria and Galveston counties. Section 60.3 (d)(3) of the National Flood Insurance Program (NFIP) regulations states that a community shall “…prohibit encroachments, including fill, new construction, substantial improvements, and other development within the adopted regulatory floodway unless it has been demonstrated through hydrologic and hydraulic analyses performed in accordance with standard engineering practice that the proposed encroachment would not result in any increase in flood levels within the community during the occurrence of the base (100-year) flood discharge” (FEMA 2000) Based on NFIP regulations, prior to issuance of any construction permits involving activities in a regulated floodway, an engineering or “no- rise” certification would be obtained. The request for certification must be supported by technical data, stating that the proposed development would not impact the pre-proposed SH 99 Segment B base flood elevations, floodway elevations, or floodway data widths. A hydraulic analysis to current FEMA mapping standards would be performed to support a “no-rise” certification.

4.13.1 Hydrology and Drainage The seven Alternative Alignments would not substantially alter rainfall drainage patterns. Rainfall runoff rates would increase due to the expansion of impermeable paved surface area. The increase would be mitigated through creation of drainage facilities (including detention) that would be constructed in compliance with guidelines of the affected cities and flood control districts.

Environmental Consequences 4-81 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Due to the relatively level topography in the studay area and the limited number of drainage features, sheet flow patterns would be a primary consideration when designing drainage structures. Adversely impacting sheet flow would limit its effectiveness in slowing runoff velocities and in filtering out sediments and other pollutants. Sheet flow patterns would be considered during roadway design, and mitigation measures would be incorporated as necessary into the final design. Mitigation measures may include cross-drainage structures and long elevated bridge structures to allow sheet flow patterns to continue unchanged relative to existing conditions. Cross-drainage structures such as culverts allow water that is not confined to a stream channel to move from one side of the road to the other without crossing and potentially eroding the surface.

The number of stream and irrigation canal crossings, the number of stock ponds, and the lengths of floodplain and floodway crossings are shown for each of the seven Alternative Alignment in Table 4-25. Each of the Alternative Alignments has roughly the same number of stream and canal crossings. The differences among the Alternative Alignments are in the number of stock ponds and the length of the proposed SH 99 Segment B in floodplains and floodways.

TABLE 4-25 WATER RESOURCES TYPE PER ALTERNATIVE ALIGNMENT Alternative Stream Stock Canals Floodplains Floodways Alignment Crossing Ponds Northern 13 3 1 36,870 LF 2,387 LF Northern 2 9 3 6 21,362 LF 1,503 LF Central 13 3 3 29,880 LF 4,830 LF Central-South 13 3 1 26,899 LF 2,088 LF Southern 11 3 0 11,649 LF 7,153 LF South-New 14 3 1 22,667 LF 2,093 LF Southern 2 11 3 10 18,592 LF 2,351 LF

Note: LF = linear feet. Source: SH 99 Segment B Study Team.

4.13.2 Floodplains Exhibit 3-7 shows the floodplains within the proposed SH 99 Segment B study area. Table 4-25 summarizes the linear feet of floodplain and floodways crossed for each of the seven Alternative Alignments. The Chocolate Bayou floodplain is extensive in some areas and would likely require construction of elevated structures to accommodate potential flood flows.

The seven Alternative Alignments cross the Dickinson Bayou, Mustang Bayou, and Chocolate Bayou floodplains. The Chocolate Bayou floodplain is broadest in the western portion of the study area (Exhibit 3-7). The Northern and Northern 2 alternatives also cross the floodplain of Mustang Bayou and the

Environmental Consequences 4-82 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South floodplain associated with the confluence of the American Canal and Dickinson Bayou in the north- central region of the proposed SH 99 Segment B study area. An expanse of 100-year floodplain exists southwest of the City of Alvin, adjacent to the Briscoe Canal and several tributary canals. The Central, Central-South, South-New, and Southern 2 alternatives cross this floodplain as they traverse south of the City of Alvin and then cross Mustang Bayou east of the City. In the eastern portion of the study area, the seven Alternative Alignments converge at a location within the floodplain of an eastern confluence of the American Canal and a segment of Dickinson Bayou.

A hydraulic study would be performed during the preliminary and final design of the roadway. Areas sensitive to local flooding would be identified. The study would provide detailed hydraulic information necessary to determine the use of culverts and bridges at each stream crossing to confirm that the proposed SH 99 Segment B does not increase the risk of flooding. Hydraulic features for the proposed SH 99 Segment B would be designed in accordance with current TxDOT and FHWA design policies and standards. Roadway drainage facilities would permit conveyance of the 100-year flood without causing significant impacts to the roadway, streams, or adjacent property. The proposed design would not adversely impact the base flooding elevations to a level that would violate applicable floodplain regulations and ordinances. To the extent practicable, the design would also minimize the area of a floodplain impacted by the roadway. Fill placement in the floodplain would be mitigated with equivalent floodplain storage in the vicinity of the roadway.

Construction of culverts and bridges would require the removal of riparian and other vegetation within the proposed SH 99 Segment B ROW. Depending upon the design, water courses intersecting the proposed roadway may be filled, reconfigured, and graded. While the continuation of flood conveyance capacities would be accommodated in the proposed SH 99 Segment B design, the continuity of the riparian corridor or other vegetation along water courses and drainageways may be interrupted, thereby exposing wildlife movements in these disturbed areas and potentially placing wildlife at risk of being struck by passing motor vehicles.

The seven Alternative Alignments would be designed to meet requirements for approval as a hurricane evacuation route. The design of any of the seven Alternative Alignments would include construction elevation of the roadway approximately one foot above 100-year frequency flood elevations. As previously stated, the placement of fill in the floodplain would need to be mitigated with equivalent floodplain storage in the vicinity of the roadway.

Environmental Consequences 4-83 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Other potential impacts to floodplains include increased flows due to the roadway being constructed and its associated increase in impermeable cover. The increase in flow would be mitigated with detention facilities in proximity to the ROW. These detention facilities would offset increases in flows as well as add additional floodplain storage to the watershed, which would preserve existing floodplain values.

The No-Build Alternative would result in no new encroachment on the 100-year floodplain and, therefore, would have no direct impacts. However, future growth in the area would be expected to continue and indirect impacts to the floodplain resulting from this expected growth and development could potentially occur. Any potential floodplain impacts would be regulated by floodplain policy.

4.14 WILD AND SCENIC RIVERS The proposed SH 99 Segment B study area is not in the vicinity of any rivers or river segments listed in the National Inventory of the National Wild and Scenic River System. Therefore, no impacts would be expected.

4.15 COASTAL BARRIERS The proposed SH 99 Segment B study area is not located on a coastal barrier island and is not included on the Coastal Barrier Resource System map. Therefore, no impacts would be expected.

4.16 COASTAL ZONE MANAGEMENT PLAN AND ESSENTIAL FISH HABITAT The proposed SH 99 Segment B study area is located within Galveston and Brazoria counties, which are both partially located within the CMZ boundaries as defined in General Land Office’s Coastal Coordination Council rules, 30 Texas Administrative Code (TAC) 503.1 (Exhibit 3-7). The eastern terminus of the seven Alternative Alignments ending at IH 45 South borders the CMZ boundary. Additionally, the South-New Alternative encroaches into the CMZ boundary near CR 192. Coordination with the Coastal Coordination Council would be initiated, if necessary, following the selection of a preferred alternative.

4.16.1 Essential Fish Habitat The proposed SH 99 Segment B study area does not include tidally-influenced waters and, therefore, would have no impact on essential fish habitat. Coordination with the National Marine Fisheries Service is not required.

Environmental Consequences 4-84 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

4.17 CULTURAL RESOURCES 4.17.1 Archeological Resources 4.17.1.1 Previously Recorded Archeological Sites The TxDOT Houston District Office developed a GIS model (the PALM) to predict high probability areas for prehistoric and historic cultural resource sites. A depiction of the PALM in relation to the proposed SH 99 Segment B study area is included in the archeological archival study found in Appendix E of this EIS. A search of the Texas Archeological Research Laboratory and Moore Archeological Consulting, Inc. records was conducted to determine whether or not any previously recorded prehistoric and/or historic archeological sites existed within the study area. The search revealed 24 known sites in the vicinity of the study area. Only one of these sites, prehistoric site 41BO166, is actually situated within the study area boundaries, all of the other sites were found outside the boundaries of the study area but within 10- kilometers. The 41BO166 site data form does not provide an assessment of the potential for eligibility of the site to the NRHP. Any of the seven Alternative Alignments that might potentially cross this site will require additional surveys of the site.

The additional sites found outside the boundaries of the proposed SH 99 Segment B study area, but within 10 kilometers, are located along the Clear Creek, Chocolate Bayou, Oyster Bayou, Big Creek, and Brazos River channels, and the balance are associated with lakes such as Thurmond Lake. This distribution may be somewhat related to where previous surveys have occurred. It is, however, more likely that this is the product of a preference among Native Americans for living near dependable sources of potable water.

4.17.1.2 Historic Archeological Sites There are no previously recorded historic archeological sites within the proposed SH 99 Segment B study area, although such sites are moderately likely within the study area. It may be necessary to conduct a surface survey along the selected preferred alternative to ensure that any potentially significant historic sites are not overlooked.

A thorough examination of the PALM recommendations for the proposed SH 99 Segment B study area was made. This study found that approximately 59.3 percent of the study area falls under the Unit 4 designation, where no survey for prehistoric sites would be required. Approximately 4.1 percent falls within Unit 1 requiring surface excavations and deep reconnaissance. Approximately 13.8 percent of the study area requires Unit 2-level survey, which recommends a surface survey. The largest area requiring survey is Unit 2a, which requires surface survey of mounds only, at 22.8 percent. Thus, the PALM recommends some degree of survey for approximately 40 percent of the study area.

Environmental Consequences 4-85 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Application of the PALM to the proposed SH 99 Segment B study area removes a substantial portion of the study area from further consideration with regard to prehistoric archeological sites. The PALM and Moore (1995) models are in fundamental agreement that affected portions of the remainder of the study area would require archeological field survey.

4.17.1.3 Prior Disturbances within the Study Area Prior disturbances within the proposed SH 99 Segment B study area have the potential to remove some areas from consideration. Existing railroad grades, roads, urban housing developments, industrial sites, and man-made lakes all have the potential to have destroyed or impacted potential sites. Most or all large-scale areas of recent disturbance have already been eliminated by the PALM model survey recommendation plotting. Smaller areas of disturbance may, however, be excluded from survey upon selection of the preferred alternative.

Under the requirements of Section 106, consultation with federally recognized tribes that have a designated interest within the general area where the study corridors located is required. Tribal consultation for the proposed SH 99 Segment B was initiated on May 26, 2005 and the consultation period expired on July 10, 2005 with no objections received from any federally recognized tribes. Additional consultation would be required if archeological field investigations encountered any Native American archeological materials.

4.17.2 Historic Structures The documentation provided in Section 3.16 should guide development, but more work is recommended to better understand historic resources once a preferred alternative for the proposed SH 99 Segment B is selected. Clearly, any of the Alternative Alignments with an area of potential effects that includes the City of Alvin will require intensive survey and attendant research to further develop each of the four identified contexts. Intensive survey in this urban setting would demand a thorough knowledge of early settlement, community development, agriculture, and petroleum and natural gas, which each played a significant role in the evolution of this city as well as the outlying area.

Any Alternative Alignments with an area of potential effects that exclude the City of Alvin also would require intensive survey and attendant research to further develop three of the four identified contexts. In this instance, understanding community development would be largely immaterial to evaluating historic properties in the rural setting of the study area. Instead, intensive survey would necessitate analysis of the rural environment with a focus on agriculture, early settlement, and petroleum and natural gas.

Environmental Consequences 4-86 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

In each case, intensive survey would require additional documentation, particularly for rural properties. Many of these properties may need to be evaluated for their role in local history, rather than their architecture or design. Such analysis entails research that would place these properties in their appropriate contextual setting. As well, fieldwork must interpret more obscure landscape features, outbuildings, or industrial properties like pipelines and tank batteries to understand their contributions to local history. In accordance with the Programmatic Agreement between the FHWA and the THC, the Advisory Council on Historic Preservation, and TxDOT; and the MOU between TxDOT and THC, TxDOT would notify the State Historic Preservation Officer that the proposed action has potential to affect historic properties.

There would be no cultural resource impacts as a result of implementation of the No-Build Alternative.

4.18 HAZARDOUS MATERIALS The potential for encountering hazardous materials during the proposed SH 99 Segment B construction was identified in Section 3.17 for the seven Alternative Alignments. The potential for impacts to hazardous material or waste sites would be associated with currently or previously operating sites or facilities that have already impacted or have the potential to impact the existing environment. Those hazardous materials or waste sites within the proposed ROWs of the seven Alternative Alignments are presented in Appendix F of this EIS.

Facilities located within the ROW of the preferred alternative would be acquired. Because of this, prior to ROW acquisition, TxDOT would conduct Phase I Environmental Site Assessments (in accordance with the most current ASTM Standards) at each site and/or facility that has known, or the potential for, hazardous materials or hazardous waste impacts to the existing environment. The potential for encountering hazardous materials during the proposed SH 99 Segment B construction would be identified in these Phase I Environmental Site Assessments. Based on the results of the Phase I Environmental Site Assessments, additional sampling and analysis activities (and possibly remedial activities) may be warranted at some sites or facilities. If contamination were to be confirmed, TxDOT would develop appropriate soils and/or groundwater management plans for activities within these areas.

4.18.1 Petroleum Storage Tanks Any Leaking Underground Storage Tank sites and tank systems would be addressed during the ROW negotiation and acquisition process. Coordination with property owners, tank owners, operators, and TCEQ on these sites would be an ongoing process up to and during construction. If the removal of any Underground Storage Tanks is necessary, removal would be conducted in accordance with 30 TAC 334, Subchapter C, Technical Standards and any other applicable requirements. Excavation, pumping, and/or

Environmental Consequences 4-87 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South dewatering activities of contaminated soil or water would require proper treatment and disposal. The rule provides specific procedures for the removal and handling of an Underground Storage Tank system and associated materials, and provides for the proper management of work and public safety during construction. All tanks would be removed from the ground and proper closure activities conducted prior to construction. In addition, implementation of a Materials Management Plan would require proper handling of anticipated and unanticipated contaminated materials during the construction phase of the proposed SH 99 Segment B.

4.18.2 Oil and Gas Well Installations and Pipelines A general review of oil and gas well installations in northern Brazoria and Galveston counties indicates previous exploration and development of the study area. Several oil and gas well fields appear to be within the proposed SH 99 Segment B study area, including the League City Oil Field, Algoa Oil Field, and Chocolate Bayou Field. The League City Oil Field is located near the eastern terminus of the seven Alternative Alignments. The Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives exhibited 4, 4, 4, 9, 8, 7, and 4 mapped oil and gas sites, respectively. Construction of any of the seven Alternative Alignment could potentially impact the respective oil and gas sites. The number of oil and gas sites includes test holes or wells that were determined to be dry holes following development attempts. Upon the selection of the preferred alternative, active and/or abandoned wells in or adjacent to the selected alternative would be identified and plugged prior to construction according to RRC requirements. Some wells within the ROW may require displacement. Any wells not plugged prior to construction would be handled according to TxDOT Standard Specification Item 103, Disposal of Wells. If contamination is encountered at any of the identified active or abandoned well sites, remediation would be conducted prior to construction. If a well is damaged during construction, the responsible party would be required to correct the damage and remediate any pollution resulting from the damage.

The presence of oil and gas wells within the proposed SH 99 Segment B ROW would require coordination with the owners of the wells prior to commencing excavation and construction activities for the proposed SH 99 Segment B. Additionally, contractors would be able to contact an outside service provider to locate buried lines, such as 1-888-DIG-SAFE.

Impacts related to buried petroleum pipelines would be expected to be negligible. At this time, the relocation of existing pipelines does not appear to be necessary. However, the depths of the pipelines and their locations would be clearly marked prior to construction to prevent an accidental rupture. Based on

Environmental Consequences 4-88 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South information obtained from the RRC, Exhibit 3-8 indicates the approximate locations and ownership of buried petroleum pipelines within the proposed SH 99 Segment B study area.

4.18.3 Asbestos-Containing Materials The proposed SH 99 Segment B may include the demolition and/or relocation of building structures. The buildings may contain asbestos materials. Asbestos inspections, specification, notification, license, accreditation, abatement, and disposal, as applicable, would be in compliance with federal and State regulations. Asbestos issues would be addressed during the ROW review process prior to construction.

In addition, asbestos may be associated with existing bridge structures. In accordance with the Texas Department of State Health Services Notification Rules (25 TAC 295.61), the bridge structure(s) must be inspected by a licensed asbestos inspector prior to any demolition or renovation. The Texas Department of State Health Services must be notified at least 10 days prior to demolition or renovation (if asbestos- containing materials above the EPA thresholds are to be disturbed) utilizing the Texas Department of State Health Services Asbestos Demolition/Renovation Notification Form.

4.18.4 Construction Temporary aboveground storage tanks and equipment, vehicles, and machinery that contain oil and diesel fuel are typically utilized during major construction projects. Temporary aboveground storage tanks are regulated and their use would require spill containment and control strategies such as secondary containment. Typical impacts include leaking valves, hoses, or small spills that occur during refueling activities or small leaks that may occur from equipment, vehicles, and/or machinery. However, these impacts would be minimal and typically do not pose a substantial risk to the environment. Activities related to hazardous materials use and storage during construction would conform to TxDOT standards and include appropriate spill containment and control strategies.

Should hazardous constituents be unexpectedly encountered in the soil and/or shallow groundwater during construction, appropriate measures for the proper assessment, remediation, and management of the contamination would be initiated in accordance with applicable federal and State regulations.

Environmental Consequences 4-89 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

4.19 VISUAL AND AESTHETIC QUALITY Natural visual scenic resources within the proposed SH 99 Segment B study area include streams, wetlands, riparian areas, and rangeland. Other than the riparian areas adjacent to Dickinson Bayou and Chocolate Bayou and its tributaries, none of the landscape features within the study area are particularly unique within the region. There are two potential groups that could be visually impacted by the proposed SH 99 Segment B:

 Those who live and work in close proximity to the roadway and  Those who use the roadway for travel.

Construction of any of the seven Alternative Alignments would introduce a new visual element in the immediate area, altering the rural setting in some portions of the proposed SH 99 Segment B study area, particularly those portions where the various alternatives do not follow existing roadways and where there is existing adjacent residential development. The scattered nature of rural residential development would generally limit the greatest visual impacts to those residential structures and other developments located in close proximity to the alternative. The exception would be those areas where grade separations are constructed at major intersections and stream crossings. The existing residential areas that would likely experience the greatest impacts related to visual aesthetics are those residential areas adjacent to the Northern and Northern 2 alternatives, between SH 6 and CR 529; those adjacent to the Central, Central- South, and South-New alternatives, between CR 184 and CR 192; and those adjacent to the Southern Alternative, between CR 168 and SH 6 (Exhibit 2-10). These residential areas would experience the greatest visual impact because these rural areas contain a residential population and are not located in an area where there is an existing major road or highway, such as SH 288, SH 35, SH 6, FM 1462, FM 517, FM 528, FM 646, and IH 45 South.

An additional impact related to aesthetics is associated with traffic noise barriers and ambient light levels. Under the seven Alternative Alignments, some areas would experience traffic noise impacts, as discussed in Section 4.7. Where feasible and reasonable, noise barriers would be proposed to abate traffic noise impacts to adjacent areas. In general, the roadway lighting system would be restricted to those areas where on and off ramps are located.

Views from the roadway would be considered beneficial to the traveling public, as much of the existing landscape consists of undeveloped land, agricultural land, and low-density residential development, with interspersed streams, wetlands, riparian areas, and rangeland. Landscape viewing opportunities may be enhanced at elevated grade separations that would allow motorists expanded views of active and fallow agricultural fields and distant rural communities.

Environmental Consequences 4-90 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

When practicable, visual mitigation measures could include preserving naturally vegetated medians, minimizing ROW clearing design specifications to blend into the existing landscape, and promoting roadside native wildflower planting programs. All landscaping would be in accordance with EO 13112 on Invasive Species and the Executive Memorandum on Beneficial Landscaping, including the use of regionally native plants for landscaping, and implementing design and construction practices that minimize adverse effects on the natural habitat. To the extent possible, the proposed SH 99 Segment B would be designed to create an aesthetically and visually pleasing experience for the user and the adjacent residents and landowners.

It is likely that much of the anticipated commercial and other non-residential development resulting from implementation of the proposed SH 99 Segment B under any of the seven Alternative Alignments would occur near major intersections. This type of development would likely include street lighting and/or security lighting that would be expected to result in incremental and localized increases in ambient light levels, glare, and nightglow. There would be no impact to visual aesthetics as a result of implementation of the No-Build Alternative.

Tolling would be implemented as a source of proposed SH 99 Segment B funding. Toll collection would be electronic; therefore, toll plazas would not be constructed to accept cash tolls. Tolls would be assessed at periodic intervals via digital video acquisition system cameras, video enforcement system cameras, strobe lights, and/or automatic vehicle identification antennae as users drive under open gantry structures containing the toll collection equipment. Each mainlane gantry would span both the eastbound and westbound mainlanes on a structure similar to a typical TxDOT sign bridge. Visual and aesthetic impacts would be minimal, as visual elements typically associated with toll plazas, such as additional paving, tollbooth collection structures, and lighting sources, would not be constructed.

4.20 ENERGY Energy, in the form of various fossil fuels and electricity, would be required during construction, maintenance, and future repair of the proposed SH 99 Segment B. ROW clearing, road base grading and preparation, and travel lane installation and finishing would require varying levels of energy inputs. Depending on selected preferred alternative, energy inputs would increase proportionally relative to the length of the roadway and number of features incorporated into the design (e.g., bridges/overpasses, drainage crossings, etc.). Following construction, routine maintenance of the ROW and travel lanes, as well as roadway repairs conducted on an as-needed basis, would also require energy inputs. Diesel fuel would be the primary type of energy required during construction, maintenance, and repair activities. Necessary fuel supplies would be expected to be available from fuel storage or vending sources in the

Environmental Consequences 4-91 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South area. Electrical demand would not affect the electrical supply characteristics of the region. Prudent energy conservation features would be incorporated into the proposed SH 99 Segment B whenever possible. Energy requirements for the proposed SH 99 Segment B would have an insignificant impact on energy requirements of the proposed SH 99 Segment B study area or the U.S.

Completion of the proposed controlled access roadway facility would ease congestion within the proposed SH 99 Segment B study area by diverting vehicles from current travel routes. Decreased vehicle delays and more efficient vehicle operating speeds would allow for increased energy efficiency on the new facility. Long-term operational energy savings would be expected to offset the initial energy requirements to construct the facility.

4.21 CONSTRUCTION IMPACTS Potential impacts that may occur during construction and associated mitigation measures are summarized below.

Impacts to utilities (i.e., water, sewer, electric, natural gas) may be associated with construction of any of the seven Alternative Alignments. The contractor would contact the appropriate local officials to locate all utility lines within the ROW and construction staging areas and to coordinate a work schedule that would avoid and minimize any disruption of utility services during construction.

Maintenance of the current flow of traffic on the existing roadway network would be planned and scheduled to minimize adverse impacts to the traveling public. Traffic control during the proposed SH 99 Segment B construction would be in accordance with Part VI (Traffic Controls for Street and Highway Construction and Maintenance Operations) of the Texas Manual on Uniform Traffic Control Devices. In the short-term, there may be an increase in traffic congestion and potential changes in traffic patterns in the vicinity of roadway facilities during construction, which could possibly cause temporary delays for emergency responders. Emergency service providers (police protection, fire protection, and EMS) would receive notification and accommodations prior to roadway construction or ramp closings. With this information, emergency responders can plan their detours in advance of an emergency situation.

There may be some short-term noise impacts resulting from construction of the proposed SH 99 Segment B. It is possible that areas adjacent to the proposed SH 99 Segment B ROW would experience elevated noise levels during roadway construction. To minimize construction noise, provisions would be included in the plans and specifications that require the contractor to make every reasonable effort to minimize construction noise through abatement measures such as work-hour controls and proper maintenance of muffler systems. Due to the relatively short exposure periods imposed on any one receptor, extended

Environmental Consequences 4-92 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South disruption of normal activities would not be considered likely. Every reasonable effort would be made to minimize construction noise.

There may be short-term, localized effects to air quality (e.g., increase in dust) in the immediate area adjacent to the proposed SH 99 Segment B during construction, which may temporarily degrade air quality through dust and exhaust gases associated with construction equipment. Measures to control dust would be considered and incorporated into the final proposed SH 99 Segment B design and construction specifications.

TxDOT would require its contractors to take appropriate measures to prevent, minimize, and control accidental spills that may occur during roadway construction. All construction equipment and materials would be removed as soon as the schedule permits.

The potential would be present for construction impacts to existing hazardous waste sites and unreported sites that may be discovered during excavation or grading activities. Further investigation would assist in identifying existing sites that could be affected due to their proximity to any of the seven Alternative Alignments if selected as the preferred alternative. If an unreported and unknown site were to be discovered during construction activities, TCEQ regulatory procedures would be followed to eliminate or minimize any adverse environmental consequences.

4.22 THE RELATIONSHIP OF LOCAL SHORT-TERM USES VERSUS LONG-TERM PRODUCTIVITY Each of the seven Alternative Alignments is consistent with State and local plans, programs, and policies to improve overall long-term access. Short-term uses of the environment associated with any of these alternatives are those typical of roadway construction. Short-term impacts occurring during construction may include disturbances to local businesses and residences, detours, and changes in local access that have the potential to produce minor delays in traffic.

Growth and development, and its associated increase in regional population, are expected to continue. Implementation of the proposed SH 99 Segment B would not result in an immediate change in the socioeconomic environment; however, increased mobility and accessibility would exert a long-term influence on the existing environment. The need for minor roadways, energy, water and wastewater utilities, municipal services, etc. to supply the demands of an increased population would have a long- term impact on the environment.

Environmental Consequences 4-93 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Long-term impacts on wildlife populations in the region would be determined primarily by the extent to which habitat is reduced or degraded by induced and cumulative development. Long-term productivity of some species may be decreased because of the loss of habitat, although some compensation may be available through management and possible enhancement of remaining habitat areas.

Construction activities within and near waterbodies and water courses would likely result in short-term increases in turbidity. The impacts would not be long-term and aquatic communities would be expected to reestablish in the areas subjected to construction activities. Long-term degradation of regional water quality would not be expected, as implementation of BMPs and regulatory restrictions on storm water and wastewater discharges would be required for future development projects.

The No-Build Alternative would not involve short-term construction impacts and would not contribute to the decline, maintenance, and/or enhancement of long-term productivity.

4.23 IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF RESOURCES Implementation of any of the seven Alternative Alignments would involve the commitment of natural, physical, human, and fiscal resources. Land used in the construction of a roadway is considered an irreversible commitment during the period that the land is used as a transportation facility; however, if a greater need arises for the use of the land, or if the roadway facility is no longer needed, the land can be converted to another use. Presently, there is no reason to consider that such a future conversion would ever be necessary or desirable. Considerable amounts of labor, fuel, and construction materials would be expended as a result of the construction of the proposed SH 99 Segment B. Additionally, substantial amounts of labor and natural resources would be required for the fabrication and preparation of the construction materials. Although these materials are generally irretrievable, they are not in short supply, and their use would not have an adverse effect on continued availability of these resources. Any construction would also require a substantial expenditure of local, State, and federal funds, which are not retrievable.

The commitment of these resources is based on the concept that residents in the immediate area, region, and State would benefit by the improved quality of the transportation system. These benefits would consist of improved accessibility and safety, savings of time, and a greater availability of quality services. These benefits are anticipated to outweigh the commitment of resources.

The No-Build Alternative would involve no irreversible or irretrievable commitment of human and/or natural resources.

Environmental Consequences 4-94 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

4.24 PREFERRED ALTERNATIVE RECOMMENDATION The need and purpose for the proposed SH 99 Segment B is to improve the mobility, safety, and effectiveness of the roadway system located in Galveston and Brazoria counties as well as provide an additional hurricane evacuation route. As discussed in Chapter 2, the No-Build Alternative would not safely and adequately accommodate existing and future traffic volumes on roadways within the proposed SH 99 Segment B study area. The No-Build Alternative results in higher traffic volumes on existing roadways, which correlates to increased congestion and longer travel times on the existing roadways within the study area.

The No-Build Alternative would incur no construction costs compared to the seven Alternative Alignments; however, the No-Build Alternative would result in higher maintenance costs to existing roadways in the proposed SH 99 Segment B study area due to increased traffic volumes on those facilities. The No-Build Alternative would also require additional short-term restoration and safety improvements to enhance the operation of the exiting roadways. Additionally, compared to the seven Alternative Alignments, these maintenance improvements would increase traffic disruptions along the existing roadways. For the No-Build Alternative, traffic conditions would remain essentially unchanged, leading to increased traffic congestion. The No-Build Alternative would not offer a solution for improving mobility, safety, and network roadway system effectiveness and, therefore, does not meet the need and purpose of the proposed SH 99 Segment B. Table 4-26 summarizes all of the impacts described for the seven Alternative Alignments.

Environmental Consequences 4-95

Environmental Conse Im Draft Environmental TABLE 4-26 SUMMARY OF IMPACTS BY ALTERNATIVE ALIGNMENTS Central- Northern Northern 2 Central South-New Southern Southern 2 No- Component Unit South Alignment Alignment Alignment Alignment Alignment Alignment Build Alignment Length Miles 23.20 21.20 24.80 26.33 28.16 28.17 22.56 0 Required ROW Acres 1,125 1,029 1,034 1,109 1,182 1,366 803 0 q ecs uences

Wetlands p c ttmn H9 Se SH 99 act Statement Forested Acres 0 2 19 20 10 5 3 0 Non-Forested Acres 24 33 26 22 35 31 3 0 Water Resources Stream Crossings Number 13 9 13 13 14 11 11 0 Canals Number 3 3 3 3 3 3 3 0 Stock Ponds Number 1 6 3 1 3 0 10 0 Floodplains LF 36,870 21,362 29,880 26,899 22,667 11,649 18,592 0 Floodways LF 2,387 41,503 4,830 2,088 2,093 7,153 2,351 0 T&E & SOC Habitat Animals Y/N N Y (Equal chance along all seven Alternative Alignments where habitat is present) Plants Y/N N Vegetative Comm. Agricultural Acres 923 832 759 890 770 1,008 384 0 Urban/Residential Acres 47 48 65 61 241 38 268 0 Riparian Acres 22 9 37 23 25 64 28 0

Wooded Lot Acres 118 59 147 136 84 171 94 0 g Other Acres 13 96 23 7 62 83 314 0 B: ment 45 SH 288to South From IH Prime Farmland Acres 531 912 1,101 919 1,065 787 676 0 Potential Residential Number 117 153 85 66 61 87 229 0 Noise Impacts Air Quality N N N N N N N 0 Haz. Materials Sites No. of 12 15 32 33 35 10 37 0 w/in ½ Mile of ROW Sites

4-96 Public Water Wells Number 0 0 0 1 0 3 2 0 w/in ¼ Mile of ROW

Draft Environmental Im Draft Environmental Environmental Conse Central- Northern Northern 2 Central South-New Southern Southern 2 No- Component Unit South Alignment Alignment Alignment Alignment Alignment Alignment Build Alignment Private Water Wells 0 Number 5 7 7 7 8 8 12 w/in ¼ Mile of ROW Cultural Resources q p ecs uences Prev. Rec. Arch. Sites Number 23 sites near the study area and 1 within the study area c ttmn H9 Se SH 99 act Statement Prev. Rec. Hist. Sites Number 115 properties documented within the study area Displacements/

Relocations Residential Number 56 53 13 9 13 18 130 0 Business Number 8 10 3 2 9 6 57 0 Schools Number 0 0 0 0 0 0 0 0 Churches Number 0 0 0 0 0 0 3 0 Section 4(f) Properties Number 0 0 0 0 1 0 0 0 Parks & Rec. Areas Number 0 0 0 0 1 0 0 0 Cemeteries Number 0 0 0 0 0 0 0 0 Env. Justice Consid. Y/N N N Visual & Aesthetics High/Low Low: Equal along all seven Alternative Alignments Low Indirect & Cumulative Y/N Yes: Equal along all seven Alternative Alignments N

Notes: LF=Linear Feet; No.=Number; Y/N=Yes/No; * = If “Y” refer to DEIS for impacts.

g etB rmS 8 oI 5Suh B: ment 45 SH 288to South From IH 4-97

Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The Northern Alternative is 23.20 miles in length. This alternative would require approximately 1,125 acres of additional ROW. The Northern Alternative would have the lowest potential to impact wetlands, but it would have the highest impact to floodplains and second highest impact to stream crossings, equal to two other alternatives. The Northern Alternative would also have the second highest number of displacements/relocations, while it also has the second highest potential to change existing land use areas from undeveloped to commercial and/or residential, thereby increasing potential indirect and cumulative impacts.

The Northern 2 Alternative is 21.20 miles in length. This alternative would require approximately 1,029 acres of additional ROW. The Northern 2 Alternative would have an average impact to wetlands and floodplains, but it would have the lowest impact to stream crossings. The Northern 2 Alternative would also have an average number of displacements/relocations.

The Central Alternative is 24.80 miles in length. This alternative would require approximately 1,034 acres of additional ROW. The Central Alternative would have one of the two highest potentials to impact wetlands, but it would have the second highest impact to floodplains and second highest impact to stream crossings, equal to two other alternatives. The Central Alternative would have one of the lowest number of displacements/relocations; however, this alternative has the second lowest potential to change existing land use areas from undeveloped to commercial and/or residential, thereby creating lower potential for indirect and cumulative impacts.

The Southern Alternative is 28.17 miles in length. This alternative would require approximately 1,366 acres of additional ROW. The Southern Alternative would have an average potential to impact wetlands, the lowest impact to floodplains, and the second lowest impact to stream crossings, equal to one other alternative. The Southern Alternative would have the third lowest number of potential displacements/relocations, and the highest potential to change existing land use areas from undeveloped land to highway ROW, thereby creating higher indirect and cumulative impacts.

The Central-South Alternative is 26.33 miles in length. This alternative would require approximately 1,109 acres of additional ROW. The Central-South Alternative would have the second highest potential to impact wetlands, the third highest impact to floodplains, and second highest impact to stream crossings, equal to two other alternatives. The Central-South Alternative would also have an average potential to change existing land use areas from commercial and/or residential to highway ROW; however, it would have one of the two lowest number of potential displacements/relocations. This alternative would have an

Environmental Consequences 4-98 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South average potential to convert undeveloped land to highway ROW, thereby creating average indirect and cumulative impacts.

The South-New Alternative is 28.16 miles in length. This alternative would require approximately 1,182 acres of additional ROW. The South-New Alternative is one of two alternatives with the highest potential to impact wetlands. It would have an average impact to floodplains and the highest impact to stream crossings. The South-New Alternative would also have a high potential to change existing land use areas from commercial and/or residential to highway ROW, thereby creating high impacts to displacements/relocation, while having the least potential to convert undeveloped land to highway ROW, thereby creating low indirect and cumulative impacts.

The Southern 2 Alternative is 22.56 miles in length. This alternative would require approximately 803 acres of additional ROW. The Southern 2 Alternative has the lowest potential to impact wetlands, the second lowest impact to floodplains, and the second lowest impact to stream crossings, equal to one other alternative. The Southern 2 Alternative has the highest number of potential displacements/relocations.

During the public involvement process and coordination with resource agencies, it was determined that the South-New Alternative is the most desirable alternative. The number of impacts to natural resources is minimized due to a majority of the South-New Alternative following the existing alignment of SH 35, which is preferred by the resource agencies. The South-New Alternative also received the most support from the general public and elected officials. Therefore, the South-New Alternative is recommended as the preferred alternative.

Environmental Consequences 4-99 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

THIS PAGE IS INTENTIONALLY LEFT BLANK Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SECTION 5: INDIRECT IMPACT ANALYSIS The CEQ defines indirect effects as “…effects, which are caused by the action and are later in time or farther removed in distance, but are still reasonably foreseeable. Indirect effects may include growth inducing effects and other effects related to induced changes in the pattern of land use, population density or growth rate, and related effects on air and water and other natural systems, including ecosystems” (40 CFR 1508.8).

Indirect effects often occur outside of a project’s ROW and may include the growth-inducing effects on air, water, and other natural resources. Examples of potential indirect effects of transportation projects include the following:

 Development and land use changes due to improved access.  Storm water runoff increases due to changes in land use and increased development on land surrounding a proposed roadway facility.  Increased sedimentation of wetlands and streams as well as decreased water quality due to future development of land adjacent to a new facility.  Loss of vegetation and wildlife habitat and decreased habitat value in areas of increased land development caused indirectly by improved access.  Impact to historic or archeological resource sites from development projects on private property that do not require cultural resource investigation because public funds or permits are not required.  Increased use of parks and recreational areas due to more convenient access provided by a new facility.  Stimulation of the local economy from the circulation of construction spending; improved access to employment opportunities, markets, goods, or services such as health and education; an increased work force related to construction; and developments stemming from a new facility.

There are three broad categories of indirect effects.

 Alteration of the behavior and functioning of the affected environment caused by a project’s encroachment (physical, chemical, biological) on the environment,  A project-influenced development effect (i.e., the land use effect), and  Effects related to a project-influenced development effect (i.e., effects of the change in land use on the human and natural environment) (NCHRP 2002).

Indirect Impact Analysis 5-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

As described, the proposed SH 99 Segment B would begin at SH 288 and extends eastward to IH 45 South. The seven Alternative Alignments are approximately 21.20 to 28.17 miles long, depending on the specific alternative in question. Each of the Alternative Alignments would be a four-lane controlled access toll road on new location within a 400-foot ROW with discontinuous frontage roads (i.e., frontage roads constructed only where the proposed SH 99 Segment B coincides or intersects with an existing road to provide continued access). As noted, the SH 99 Segment B would traverse Brazoria and Galveston counties, would provide access to IH 45 South and SH 288, both of which are radial freeways that lead to/from Houston, and would be designed to accommodate a 70 mph speed.

The proposed SH 99 Segment B Study Team evaluated potential indirect effects to land use, farmlands, communities/quality of life (social) resources, pedestrian and bicycle facilities, air quality, traffic noise, water quality, floodplains, wetlands and vegetative communities, wildlife, archeological and historical resources, and visual aesthetics. These were the resources and issues that potentially could be affected by proposed SH 99 Segment B encroachment (ROW acquisition), proposed SH 99 Segment B-induced development effects, and effects related to proposed SH 99 Segment B-induced development.

5.1 METHODOLOGY National Cooperative Highway Research Program (NCHRP) has developed procedures for estimating indirect effects of transportation projects in NCHRP Report 466 Estimating the Indirect Effects of Proposed Transportation Projects (NCHRP 2002). TxDOT has also developed revised guidance on preparing indirect and cumulative impact analyses (TxDOT 2009). These guidance documents use a multi-step process to assess potential indirect effects of transportation projects on notable environmental resources within an area of influence. The steps are scoping, identifying the study area’s directions and goals, taking inventory of notable environmental features, identifying impact-causing activities of the potential alternatives, noting potentially significant indirect effects for analysis, analyzing indirect effects, evaluating the results, and assessing consequences and developing mitigation. These steps and guidance from NCHRP Report 25-25 (Task 22) Forecasting Indirect Land Use Effects of Transportation Project , serve as the basis for the indirect effects analysis (NCHRP 2007).

In order to maintain a level of consistency among the Grand Parkway environmental documents, a workshop was held between the FHWA and the TxDOT on October 16, 2008. The intent of this workshop was to develop guidance that would aid in the analysis of the indirect and cumulative impacts. The preparers of the DEIS document(s) were instructed to use this October 2008 guidance. However, in June 2009, the Environmental Affairs Division of TxDOT issued new guidance on preparing indirect and cumulative impacts analyses.

Indirect Impact Analysis 5-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Based on mutual agreement between TxDOT and FHWA, this DEIS document provides all the necessary data for FHWA and TxDOT to analyze potential indirect or cumulative impacts to any given resource for the alternatives considered. Since the TxDOT 2009 guidance is a tool to maintain a consistent level of detail and is not a regulatory requirement, FHWA and TxDOT have concurred that the DEIS document will be submitted following the October 2008 guidance. However, the FEIS will be updated to follow guidance on preparing indirect and cumulative impacts analyses that is current at the time the FEIS is being prepared. However, some elements of the current TxDOT indirect and cumulative impacts guidance, dated September 2010, has been included in this analysis. The seven-step method used in this analysisas contains:

Step 1: Scoping Step 2: Identify the Study Area’s Goals and Trends Step 3: Inventory the Study Area’s Notable Features Step 4: Identify Impact-Causing Activities of Proposed Action Alternatives Step 5: Identify Potentially Substantial Indirect Effects for Analysis Step 6: Analyze Indirect Effects and Evaluate Results Step 7: Assess Consequences and Consider/Develop Mitigation (as appropriate)

5.2 STEP 1: SCOPING To evaluate the potential for indirect impacts, it is important to analyze the likelihood of development in the study area with (Build Alternative/Alternative Alignments) and without (No-Build Alternative) the construction of the proposed SH 99 Segment B. As discussed and defined in Section 3.3, an Expert Work Group was developed in 2004 to provide information regarding past, current, and reasonably foreseeable future development, as well as to assist in forecasting population, employment, and land use development trends within their jurisdiction.

The temporal boundary for the indirect effects analysis is to 2035, the planning horizon of the 2035 RTP Update. Therefore, all existing land use and all projects programmed in the H-GAC 2035 RTP Update have been included for this analysis. It is recognized that development would continue past 2035, and therefore, this analysis does not represent the ultimate development.

Area of Influence (AOI) Transportation improvements often reduce the time-cost of travel, enhancing the attractiveness of surrounding land to developers and consumers. Development on undeveloped land, or the conversion of the built environment to more intensive uses, is often a consequence of highway projects (NCHRP 2002). Therefore, transportation projects can result in impacts on the surrounding environment. The NCHRP

Indirect Impact Analysis 5-3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Report 466 states that “development effects are most often found up to one mile around a freeway interchange, up to two to five miles along major feeder roadways to the interchange, and up to one-half mile around a transit station” (NCHRP 2002). This is a general guideline, and individual projects must be analyzed case-by-case.

The approximately 354,560-acre Area of Influence (AOI) is the geographic boundary within which development and land use changes were evaluated for the analysis of potential indirect effects of the proposed SH 99 Segment B. This is the area defined by the Expert Work Group, which includes all or portions of nine RAZs in Brazoria and Galveston counties that were used to for the Social Economic Study Area (Exhibit 3-1). The AOI is approximately 33 miles long, and varies from approximately 12 to 25 miles wide.

5.3 STEP 2: IDENTIFY THE STUDY AREA’S GOALS AND TRENDS Construction of SH 288 from Houston into Brazoria County in the late 1970s to the early 1980s provided access to large tracts of undeveloped land previously accessible by two-lane county roads. A large portion of the AOI is still undeveloped land, much of which is in agricultural production for crops and livestock. The City of Alvin is near the center of the AOI, at the junction of SH 6 and SH 35. Alvin is the oldest city in Brazoria County and had a population of approximately 21,000 (U.S. Census Bureau 2000). Pearland, in the northern portion of the AOI, is the largest city in the AOI, with a population of approximately 37,000 (U.S. Census Bureau 2000). Low-density residential land use is scattered throughout the AOI with retail, commercial, high-density residential, and other land uses concentrated in the northern portion of the AOI, as well as along and near major roadways such as FM 517, FM 518, SH 6, SH 35, SH 288, and IH 45.

As discussed in Section 3.1 and according to population projections developed by the Expert Work Group, the HGB CMSA, Brazoria County, and Galveston County are projected to have population increases of 31.6 percent, 43.2 percent, and 32.5 percent, respectively, between 2005 and 2025. Approximately 74,005 households were identified in the AOI for the base year of 2004 and it is projected that 125,078 households within the AOI by 2025, which is a 69 percent increase in households between 2004 and 2025 (see Table 3-3). Recent estimates from H-GAC indicate that the population of the HGB CMSA is projected to increase by approximately 86 percent between the years 2000 and 2035, and employment is projected to increase by approximately 42 percent during the same period. Housing and associated commercial development is occurring in response to the demand created by the increasing population and employment in the region.

Indirect Impact Analysis 5-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The anticipated population and employment growth would be expected to increase the number of vehicles using the existing transportation infrastructure, thereby potentially increasing travel times for commuters and travelers, and possibly influencing travel routes and the selection of business/commercial destinations. The TTI annually ranks major metropolitan areas with respect to the level of traffic congestion occurring on highways. Since 1992, the TTI Roadway Congestion Index for the Houston metropolitan area has continued to rise. TTI reports that nearly 40 percent of all peak period travel in the metropolitan area experiences considerable congestion. Anticipated population and employment growth in the region is expected to intensify the condition.

H-GAC, with input from TxDOT, METRO, local governments, and the community, has developed a long-term transportation plan to keep people and goods moving. The 2035 RTP Update offers multiple transportation alternatives and modes in major corridors throughout the region. However, even with the planned investment in the transportation system over the next 25 years, the trend of increasing congestion is expected to continue because of the continued population and employment growth in the region. Therefore, the trend of increasing congestion because of continued population and employment growth is anticipated to occur within the AOI.

The majority of development in the AOI has been largely single-family developments with supporting commercial uses. Numerous residential neighborhoods and planned developments are within the AOI (see Section 3.1). These developments are primarily associated with established communities situated in the northern and eastern portions of the AOI. Existing residential and commercial development is concentrated around existing communities, such as Alvin, Brookside Village, Friendswood, League City, Manvel, Pearland, and Santa Fe. Some low-density residential areas are interspersed throughout the AOI; however, the majority of the central and southern portions of the AOI are undeveloped land (Exhibit 5-1, Exhibit 5-2, and Exhibit 5-3). Isolated dwellings associated with agricultural activities exist in rural portions of the AOI. Except for the State highways and FM roadways, the transportation network in the AOI is somewhat discontinuous. There are numerous self-contained, isolated developments, with little interconnectivity of the roadway network. Thoroughfares are typically constructed as area development occurs, leaving gaps between communities. Schools and medical services have followed the residential growth southward.

Based on historic aerial photographs, approximately 25,500 acres of the AOI were developed in 1975, approximately 7 percent of the AOI. Development increased to approximately 50,000 acres in 1995, approximately 14 percent of the AOI. During this 20-year period, the average increase of developed area was approximately 3.5 percent per year. By 2008, the amount of developed land was approximately

Indirect Impact Analysis 5-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

89,400 acres, or approximately 25 percent of the AOI. Development in the AOI increased approximately 39,400 acres from 1995 to 2008, a rate of almost 4.5 percent per year. The variation in growth rate can be attributed to changes in population and the regional economy over time. The boom years of the late 1970s were followed by a slump in the oil industry that caused a regional recession in the mid- to late-1980s. This was followed by a period of prosperity in the regional economy starting in the early 1990s that led to new development in the AOI, especially in the Pearland area. Projecting the land development rate at 4 percent per year as an average of the historical trend would result in an estimated 165,600 acres of new development, for a total of approximately 255,000 developed acres in the AOI, by 2035, almost 72 percent of the total AOI. H-GAC’s 2035 population and land use projections forecast low-density residential growth throughout the AOI, with commercial development concentrated near Manvel, northeast of the intersection of SH 288 and SH 6, and in Pearland along the northern edge of the AOI. Commercial development is also projected along SH 6 near Alvin and along SH 288 south of Pearland.

There is an undeniable relationship between infrastructure and regional development, and many factors determine whether or not development occurs, including economics, utilities (water, power, telecommunications), transportation and access, development regulations, environmental constraints, and proximity to valued destinations such as employment, family, or recreation. According to the Urban Land Institute, programmed transportation improvements are factored into land use planning and visioning, but are not the driving force in these processes (Urban Land Institute 2004).

Most of the AOI is in the unincorporated area of Brazoria County where there are few land use controls. The unincorporated areas of Brazoria County and the City of Alvin have no zoning, so there would likely be few restrictions to development in this portion of the AOI once access is provided, aside from utilities development, building codes, economics, and natural constraints, such as floodplains. Large undeveloped tracts may be suitable for the assemblage of land for large developments, especially in the southern portion of the AOI. Pearland and other areas, such as League City and Friendswood in Galveston County, have zoning that provides some land use controls in undeveloped areas.

Over two-thirds of the water supply in Brazoria County is from groundwater. The heavy dependence on groundwater led to the creation of the Brazoria County Groundwater Conservation District in 2005 to conserve groundwater, regulate drilling, and reduce subsidence. Galveston County is part of the Harris-Galveston Subsidence District, which was established in 1975 to reduce subsidence from groundwater withdrawals. The ability to supply the AOI with water for personal use or agriculture will be an important factor in the development of the AOI. Surface water and desalination are being examined as options to continued dependence on groundwater.

Indirect Impact Analysis 5-6 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Approximately 163,200 acres (approximately 46 percent) of the AOI was identified as cultivated farmland according to H-GAC’s land cover data in 2008. The remaining undeveloped land is composed of roughly 44,165 acres (approximately 12 percent) of grassland/shrub, 5,689 acres (approximately 2 percent) of forest, 39,953 acres (approximately 11 percent) of wooded and herbaceous wetlands, and 7,750 acres (approximately 2 percent) of water and barren land.

5.4 STEP 3: INVENTORY THE STUDY AREA’S NOTABLE FEATURES Indirect effects to resources outside the proposed SH 99 Segment B study area could occur within the AOI. Of these resources, the indirect effects analysis requires an assessment of potential indirect effects of the proposed SH 99 Segment B on the area’s notable features. Generally speaking, notable features would be defined as prominent or important components within a resource, such as sensitive wildlife species or habitats, or environmental resources that are unique or protected.

Environmental resources analized in Section 3 and Section 4 of this EIS identified and evaluated the direct impacts to several resources, such as, land, water, vegetation, air, wildlife, cultural resources and communities. Notable features associated with these resources could be indirectly impacted within the AOI. Within these resources, there were a number of notable features.

There are a number of publicly- and privately-owned parks and recreational areas within the AOI:

 The Thelma Ley Anderson Family YMCA,  The Nolan Ryan Center,  Camp Mohawk,  TxDOT SH 35 roadside rest area,  Brazoria County Chocolate Bayou boat Ramp, and  Resoft Park.

There are also several commercial recreational facilities within the AOI area:

 The Alvin Youth Livestock Area Association Rodeo Grounds,  Big League Dreams Park,  Bayou Wildlife Park, and  Skeeter MX Park.

There are 11 named waterbodies and three channelized water canals within the proposed SH 99 Segment B AOI boundary. There are also numerous tributaries and smaller drainages leading to the named waterbodies. The proposed SH 99 Segment B crosses five watersheds:

Indirect Impact Analysis 5-7 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Clear Creek,  Dickinson Bayou,  Mustang Bayou,  Austin Bayou, and  Chocolate Bayou.

Chigger Creek, Bordens Gully, and Dickinson Bayou Above Tidal are on the TCEQ’s 2008 303(d) list of impaired waters, indicating that they do not meet designated water quality standards. Elevated bacteria levels constitute the primary water quality concern for these stream segments. These elevated bacteria levels can be caused by agricultural activities, storm water runoff, and wastewater overflows from treatment facilities or septic systems. Storm water runoff and discharges into other streams and drainageways from developed, undeveloped, and agricultural areas could affect other water courses and tributaries within the AOI.

As mapped by the 1992 NWI, and from interpretation of 2008 aerial photography, approximately 19,165 acres of wetlands occur within the AOI. The majority of the wetlands in the AOI are non-forested; however, forested wetlands are present in the AOI. Forested wetlands provide shelter, food resources, and potential nesting habitat for numerous wildlife species, and therefore are an important component of the wetland resources in the AOI.

The AOI is primarily level pastureland used for farming and grazing. Areas in active agricultural production or livestock pasture are typically dominated by herbaceous species. Fallow and active agricultural fields, livestock pasture, woodlots, riparian areas, and water courses within the AOI provide a variety of habitat types for indigenous and transient wildlife species. Developed areas generally do not provide the same variety of habitats as found in undeveloped areas; however, such areas do provide habitat for certain species of wildlife that have adapted to living in urban conditions.

5.5 STEPS 4 THROUGH 7 PER RESOURCE 5.5.1 Land Use Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives The seven Alternative Alignments would require between approximately 1,029 to 1,125 acres of ROW for the northern alternatives, approximately 1,034 and 1,109 acres of ROW for the central alternatives, and approximately 803 to 1,366 acres of ROW for the southern alternatives. The acquisition of ROW for SH 99 Segment B could divide larger tracts of land.

Residential and commercial displacements for the proposed alignments range from 11 to 187: 63 to 64

Indirect Impact Analysis 5-8 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South for the northern alternatives, 11 to 16 for the central alternatives, and from 22 to 187 for the southern alternatives. Residential and commercial properties are available for sale or lease in the AOI; however, displaced residences and businesses may or may not relocate in the AOI. A summary of the displacements by each of the proposed SH 99 Segment B alternatives is shown on Table 4-5.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Predicting specifically where and when development might occur in the AOI is difficult. Development generally tends to follow established infrastructure patterns and in turn, additional infrastructure (e.g., transportation improvements) follows development. The proposed SH 99 Segment B would provide access to properties and areas with previously limited access, potentially making these areas more desirable for development.

Potential indirect effects were identified and examined for the potential to be substantial.

Encroachment-alteration Effects Construction of the proposed SH 99 Segment B would be a new roadway on new alignment, traversing areas of developed and undeveloped land. The roadway would provide access to areas that presently have limited or no access via public roads. The seven Alternative Alignments would involve public and private displacements and would bisect some existing communities. Property values may potentially change in the vicinity of the proposed SH 99 Segment B, if constructed.

Induced Growth Effects The presence of the proposed SH 99 Segment B is expected to result in some amount of additional development within the AOI, which would include the conversion of presently undeveloped lands to developed conditions and possibly a change of some areas from a present use to a different use. The conversion of such areas to new or different land uses would remove existing vegetation and replace it with structures, impervious cover, and possibly ornamental landscape plantings. Storm water drainage improvements would also be expected as part of the developed conditions. Additional streets and roadways could provide new access to areas near developments. New or differing land uses, therefore, may have a substantial effect on ecological resources in the AOI.

Subsequent land use changes may affect neighborhood cohesion and stability. Changed land uses from current conditions may also be perceived as diminishing the aesthetic value of the landscape in more rural portions of the AOI.

Indirect Impact Analysis 5-9 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Induced growth resulting from construction of the proposed SH 99 Segment B would likely occur in areas adjacent to or near the ROW of the selected preferred alternative. The seven Alternative Alignments traverse both developed and undeveloped areas within the AOI. In developed areas, land use changes may differ completely from the existing use, or they may be an intensification of an existing use, for example, from low-density residential to higher density residential. The effects of land use changes could be positive or negative, depending on the perspective of the stakeholder.

Effects Related to Induced Growth In undeveloped areas, land use changes could represent a notable change on the landscape as vegetated pastures or farmlands are converted to another use. Changing land uses would convert presently undeveloped areas to developed conditions, which may result in habitat loss and fragmentation, changes in storm water runoff, and the introduction of new structural elements in rural . Development would increase the local tax base and would be expected to have a positive effect on the local economy as additional residential properties, commercial establishments, and public and private services and facilities are developed.

Step 6: Analyze Indirect Effects and Evaluate Results The Expert Work Group’s population and employment forecasts for the AOI were used to predict land use changes for the year 2025, both with and without the proposed SH 99 Segment B. Predicted land use changes without the proposed SH 99 Segment B include continued residential, commercial, and industrial development, mostly in the northern and eastern portions of the AOI and in the vicinity of major roadways. Based on developed densities and projected growth for the AOI, the Expert Work Group estimated approximately 110,000 acres would be developed between 2004 and 2025 under the No-Build Alternative. Estimated acreages of development under the seven Alternative Alignments ranged from approximately 113,000 to 113,300; an increase of approximately 3,000 acres, or 3 percent, as compared to the No-Build Alternative. The predicted land use changes would be expected to occur in areas of existing population concentrations and would include the development of residential and commercial areas that are near or adjacent to proposed SH 99 Segment B or in the vicinity of an intersection of the and a major roadway. The southern alternatives would have a slightly greater effect on development than the northern alternatives because the northern area is more developed and has an existing street network.

The Expert Work Group’s land use analysis was supplemented in 2009 with a survey of developer and agency representatives familiar with development trends in the proposed SH 99 Segment B study area. The survey extended the planning horizon to 2035 and asked respondents to determine which alternative would have the greatest impact on future development. The results of this survey generally support the

Indirect Impact Analysis 5-10 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South previous assessment that the current concentration of development is in the northern portion of the AOI, but that the farther south the proposed SH 99 Segment B would be, the greater its effect on development. The survey responses indicated that the proposed SH 99 Segment B could increase development by up to as much as 20 percent by 2035, as compared to the No-Build Alternative. This estimate is greater than the Expert Work Group’s previous estimate of a 3 percent overall increase in acres of development in the AOI, to 2025. Taking into account that the proposed SH 99 Segment B would be a new roadway and provide additional access to areas that are served by only two-lane county roads, the increased acreage of development could be expected to range between 3 percent and 20 percent.

The northern portion of the AOI is more developed than the southern portion. This trend is projected to continue because of the proximity to employment centers in the urbanized area, thus the impact of the proposed SH 99 Segment B on development in the north would be expected to be less than in the south, closer to the 3 percent estimated in the Expert Work Group’s study. The extension of the proposed SH 99 Segment B horizon from the year 2025 to the year 2035 provides an extended period of analysis; therefore, the percent increase of the seven Alternative Alignments as compared to the No-Build Alternative could increase from 3 percent to approximately 5 percent. The southern portion of the AOI is less developed and is served by fewer thoroughfares. Consequently, a newly constructed roadway that improves mobility and access would have a greater impact on undeveloped land uses. It is estimated that the impact to land development of the proposed SH 99 Segment B in the southern portion of the AOI would be approximately 20 percent more than the No-Build Alternative, as determined by the 2009 development survey.

Using the range of a 5 to 20 percent increase in development from implementation of the proposed SH 99 Segment B allows for an estimation of the number of acres of development potentially induced by the seven Alternative Alignments. Assuming a 5 percent increase in development for the northernmost alternatives, approximately 8,300 additional acres of development could occur within the AOI by the year 2035 when compared to the No-Build Alternative. Assuming a 20 percent increase in development for the southern alternatives, approximately 33,100 acres of additional development could occur within the AOI by the year 2035, as compared to the No-Build Alternative. The developed acreage would not be expected to be concentrated in a small area within the AOI, but would likely occur throughout the AOI. Induced development would be expected to occur initially near intersections of the selected alternative and existing roadways, and in areas where development already exists. The disparity in the range of developed acreage is reflective of the development trend in the AOI. Projections from H-GAC, the Expert Work Group, and the 2009 development survey indicate that approximately 72 percent of the AOI would be developed by 2035 if the proposed SH 99 Segment B is not built, and that between 74 to 81 percent of

Indirect Impact Analysis 5-11 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South the AOI would be developed if the proposed SH 99 Segment B is constructed. Therefore, within the AOI, if a northern alternative is selected, a total of approximately 263,300 acres could be developed by 2035. If a central or southern alternative is selected, a total of approximately 288,100 acres would be developed by 2035.

The results of the survey indicated that the regional economy is a primary factor influencing development. Lack of development regulations and accessibility are the next most important factors. With few development restrictions in the AOI, the regional economy and accessibility would likely be the major factors affecting development.

Induced development of an additional 8,300 to 33,100 acres would encroach into areas of undeveloped land within the AOI. Areas that are presently woodlots, pasture, or farmland would be converted to developed uses, thereby changing the character of these undeveloped areas. Developed uses would be expected to permanently remove existing vegetation and replace it primarily with structures and impervious cover. In areas that currently support developed conditions, induced development may change the current condition to a different or altered land use, potentially displacing residents, businesses, and structures that may be incompatible with the changed or altered land use. The changed conditions may be favorably embraced by residents and commuters as additional housing, commercial enterprises, and services are provided within the AOI. Conversely, the same conditions may be viewed unfavorably by others as permanent changes to the landscape, and increased access to areas where access was previously limited.

Step 7: Assess Consequences and Consider/Develop Mitigation Induced development is expected to occur in the AOI with implementation of any of the seven Alternative Alignments. In the northern portion of the AOI, where more development exists, potential development induced by construction of the proposed SH 99 Segment B would likely be less than in the southern portion. Future development in northern areas could take the form of infill development and could be of higher intensity than in undeveloped areas. In the southern portion of the AOI, where there is less development, the proposed SH 99 Segment B could induce new development such as low-density residential and supporting commercial activities. The majority of the new development would be in the unincorporated area of Brazoria County where there are few land use controls. Development would be regulated by subdivision ordinances of the counties and local jurisdictions. Water supply requirements and floodplain regulations could be factors influencing the location and density of development. Table 5- 1 summarizes past/existing development within the AOI and predicted future development for the Build and No-Build scenarios.

Indirect Impact Analysis 5-12 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 5-1 DEVELOPMENT WITHIN THE AOI (PAST/EXISTING DEVELOPMENT) Acres of Total Percent of Year Induced Developed AOI1 Development Acres 1975 N/A 25,500 acres 7% 1995 N/A 50,000 acres 14% 2008 N/A 89,400 acres 25% No-Build Alternative (2035)1 N/A 255,000 acres 72% Northern Alternatives (2035)2 8,300 263,300 acres 74% Southern Alternatives (2035)3 33,100 288,100 acres 81%

Notes: 1Approximate percent of the total acreage in the AOI (354,560 acres). 2Assumes a 4 percent annual growth rate (165,600 acres of additional development).3Assumes 5 percent induced growth. 4Assumes 20 percent induced growth. N/A = not applicable; AOI = Area of Influence. Source: SH 99 Segment B Study Team.

Undeveloped tracts of land in the vicinity of the ROWs of any of the seven Alternative Alignments could be developed in the future without SH 99 Segment B; however, construction of SH 99 Segment B is expected to induce additional development within the AOI. The proposed SH 99 Segment B is to be a controlled access toll road with frontage roads only where a portion of the alignment would coincide with an existing road and at connections to major cross streets. In the long term, implementation of the proposed SH 99 Segment B would be expected to improve regional mobility, facilitate access to undeveloped areas, and induce additional development to accommodate anticipated demand for residential, commercial, industrial, and public facilities.

5.5.2 Farmlands Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives Induced development would result in a direct loss of some soils, including prime farmland soils, because of soils being removed from construction sites. In addition, indirect impacts to geological and soil resources are expected from potential new construction sites adjacent to the proposed roadway in areas where the seven Alternative Alignments intersect with major thoroughfares. Mercantile establishments or other commercial building sites along the new corridor could result in some indirect impacts to these resources, although these impacts are expected to be minimal since the proposed SH 99 Segment B is proposed to be a controlled access facility. The development induced by the proposed SH 99 Segment B would primarily occur on undeveloped agriculture land.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects Construction of the proposed SH 99 Segment B would be a new roadway on new alignment, traversing

Indirect Impact Analysis 5-13 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South areas of developed and undeveloped land and would provide access to areas that presently have limited or no access via public roads. New roadway construction has the potential to divide individual properties and disrupt farming operations.

Induced Growth Effects New roadway construction has the potential to lead to the conversion of farmland soils into other uses, such as residential or commercial uses. The conversion of such areas to new or different land uses would remove existing vegetation and replace it with structures, impervious cover, and possibly ornamental landscape plantings. Therefore, induced growth may have a substantial effect on farmlands in the AOI, and the effects of these land use changes could be positive or negative, depending on the perspective of the stakeholder.

Effects Related to Induced Growth Prime and statewide important farmland soils exist in the AOI and would be impacted by all seven Alternative Alignments. The acres of prime and statewide important farmland soils total impacted range from approximately 787 acres to 1,183 acres. Details on the impact of each alignment on these soils can be found in Section 4.2. The seven Alternative Alignments would have less than one-half of one percent total impact on the 230,500 acres of agriculture land in the AOI. New roadway construction has the potential to divide individual properties and disrupt farming operations. Change in access could also lead to the development of farmland soils into other uses (such as residential or commercial uses), which could increase the local tax base and would be expected to have a positive effect on the local economy. Induced growth could benefit local farmers by providing improved access to markets and the development of commercial retail outlets would allow farmers to purchase supplies and provide opportunities for consumers to purchase products from local farmers.

Step 6: Analyze Indirect Effects and Evaluate Results The construction of the proposed SH 99 Segment B would induce development in the AOI through improved mobility and access. Properties previously isolated from major roadways would benefit from reduced travel times to activity centers where goods and services are available, as well as employment. Smaller parcels of land created by the acquisition of ROW for the proposed SH 99 Segment B could be subject to development pressures. As described above in the Land Use portion of this indirect analysis, a range from 8,300 to 33,100 acres of undeveloped/agriculture land could be converted to higher intensity uses, depending on the alignment selected.

Indirect Impact Analysis 5-14 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Step 7: Assess Consequences and Consider/Develop Mitigation The proposed SH 99 Segment B is to be a controled access toll road with frontage roads only where a portion of the alignment would coincide with an existing road and at connections to major cross streets. Limiting access to properties that already have roadway frontage may reduce the conversion of existing undeveloped land. However, the proposed roadway could have a greater impact on new development in the future, particularly in the southern portion of the AOI where there is less development. The majority of the new development would be in the unincorporated area of Brazoria County where there are few land use controls.

Several private, non-profit organizations in the surrounding region, such as the Katy Prairie Conservancy, are dedicated to preserving farmland. Preservation efforts could be implemented through foundations and local subdivision regulations to protect valuable farmland from suburban encroachment.

5.5.3 Social Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives Construction of any of the seven Alternative Alignments would traverse areas of existing development. The alternatives would cross some residential areas, resulting in these areas being separated by the proposed roadway. Displacement of residents and commercial businesses from areas within the proposed ROW could range from 11 to 187, depending on the alternative selected. Displacement of residences and businesses would be an unavoidable consequence of constructing the proposed SH 99 Segment B.

Construction of the proposed SH 99 Segment B would provide construction-related employment and spending for labor and materials needed for the roadway. Spending by laborers in local restaurants, stores, and gas stations would also be expected during the construction phase of the proposed SH 99 Segment B. In the long term, maintenance of the roadway would require spending for materials and labor related to repairs and possible upgrades.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects All of the seven Alternative Alignments would bisect existing communities within the AOI, potentially affecting neighborhood and/or community continuity and cohesion. Property values may increase in the area of the selected preferred alternative, as the proposed SH 99 Segment B would provide access to areas that were previously inaccessible, or had only limited access via public roads.

Indirect Impact Analysis 5-15 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Induced Growth Effects Induced growth resulting from the proposed SH 99 Segment B would bring additional residential, commercial, and possibly industrial facilities into the AOI. As residential and commercial areas are established, private and public services and facilities would also be established in response to demand from area residents.

Effects Related to Induced Growth Induced residential and commercial development would provide housing and purchasing opportunities for area residents. Increasing population and economic growth could induce additional development, thereby creating a demand for additional needs such as medical facilities, child care, educational facilities, and social services. Induced growth would be expected to increase the availability of social resources within the AOI.

Induced development and potential community change can be perceived as positive or negative. Due to the controlled access of the proposed SH 99 Segment B, the seven Alternative Alignments would provide an impetus for indirect development at or near entrance/exit ramps and at interchanges with major thoroughfares. Residents of low-density communities in rural areas may perceive induced development as a negative impact to quality of life, as land is converted to residential and commercial uses and area populations increase. However, if induced residential development occurs, these communities could see increased property values and more readily available commercial services in closer proximity to their homes, which could be viewed as a positive impact.

Step 6: Analyze Indirect Effects and Evaluate Results Implementation of the proposed SH 99 Segment B would provide access to new areas within the AOI, which would induce long-term growth and development. The impact that the proposed SH 99 Segment B would have on household and employment growth is measured within the context of the current growth and development trends within the AOI, where growth is expanding out from the central city (Houston) toward suburban and rural areas. Current economic and population growth and development trends are expected to continue. The primary impact that the proposed SH 99 Segment B would have would be the inducement of additional growth within the AOI under any of the seven Alternative Alignments. Initially, this growth would be expected to occur at intersections of the proposed roadway and major thoroughfares, as well as in areas of existing population concentrations.

Residential and commercial properties that would be displaced by ROW acquisition may relocate to other locations within or outside the AOI. Residential and commercial properties are available for sale or lease

Indirect Impact Analysis 5-16 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South in the AOI; however, some of these properties may be currently undeveloped land that would be available for construction as opposed to developed parcels. Some communities and neighborhoods would be bisected by the proposed roadway, potentially affecting the long-term cohesion and continuity of these communities. Induced development as a result of the proposed roadway could affect residents in these communities, as retail and commercial businesses such as gas stations, convenience stores, shopping centers, restaurants, and possibly office buildings are constructed in areas that were previously only residential areas. In the long term, induced development would provide additional businesses and housing for residents within the AOI. This induced growth would be expected to occur over an extended period of time. Existing residential areas may become more densely populated, requiring additional utility and public services. New master planned communities could provide additional resources such as shopping areas or recreational areas in closer proximity to area residents.

In the short term, travel on streets and roads intersecting the proposed SH 99 Segment B may be affected during roadway construction. In the long term, traffic patterns may change as residents and motorists use the proposed SH 99 Segment B to reach travel destinations within and outside the AOI, potentially alleviating congestion on some area roadways. The proposed SH 99 Segment B would provide additional traffic capacity and would be expected to improve mobility within the AOI in the vicinity of the selected preferred alternative. Induced development may also ultimately improve mobility and public safety in the AOI through improvements to the network. As more development occurs, more segments of major thoroughfares would be built or improved, thereby improving the interconnectivity of the street and roadway network. During emergency evacuations, the proposed SH 99 Segment B would be available as a free travel route for all users.

Residential and commercial development in the AOI would lead to the construction of schools, parks, and public services for the benefit of the growing population. Induced development would likely occur gradually, with new businesses providing additional employment opportunities, income potential, and business and sales tax revenues. Local governments could use these tax dollars to increase and improve community services, maintain and improve local roadways, and improve and provide public recreational opportunities. Growth in residential/commercial development would increase the demand for consumer services including, but not limited to, retail, banking, medical, and recreational services. Overall, the proposed SH 99 Segment B would facilitate additional economic growth within the AOI.

Proposed construction expenditures for materials and labor would have indirect and other induced effects on local, regional, and State employment, output, and income. Indirect effects are the sum of all the rounds of purchases by all the interrelated sectors of the State economy (including direct, induced, and all

Indirect Impact Analysis 5-17 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South additional effects), beginning with those that supply the suppliers of the new roadway/highway construction sector. Indirect effects distribute throughout the economy at each round of purchases. Induced effects are included as indirect effects of the proposed SH 99 Segment B and can be generated by the consumption of goods and services made possible by the payrolls associated with construction and employment associated with induced development. Indirect economic effects could include changes in property values as a result of encroachment and/or induced development, sales from new commercial activity, and employment accompanying new businesses.

The indirect effect of the seven Alternative Alignments on the local economy is projected to create between 3,178 and 4,222 jobs, and generate between $132 and $175 million in income. The statewide economic effect of construction of the proposed SH 99 Segment B would range between $624 and $829 million.

Some jobs may be lost in the short term as displaced businesses are relocated. In the long term, new jobs would likely be created as induced development occurs; however, employment would be expected to be influenced by market factors.

A long-term indirect effect of the No-Build Alternative to neighborhoods, communities, and the traveling public would be the continued reduction of mobility in the AOI. Without the proposed SH 99 Segment B, new development associated with increased population and employment in the AOI would cause increased traffic congestion and reduced LOS on existing roadways, likely resulting in increased traffic delays. In addition, without the proposed SH 99 Segment B, already burdened hurricane evacuation routes would not facilitate the movement of residents in communities in Galveston and Brazoria counties during emergency evacuations.

Step 7: Assess Consequences and Consider/Develop Mitigation Implementation of the proposed SH 99 Segment B would benefit mobility and provide access to new areas within the AOI. VMT in the HGB TMA are projected to substantially increase, according to the 2035 RTP. The proposed SH 99 Segment B would help alleviate congestion by providing improved connectivity in this area of the HGB TMA. Reduced travel times and reduced congestion could improve the quality of life for residents within the AOI and commuters in the region. The improved mobility and availability of additional housing, commercial and institutional facilities, and public and private services would be expected to be a benefit to communities in the AOI.

Indirect Impact Analysis 5-18 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

5.5.4 Pedestrian and Bicycle Facilities Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives Bicycle and pedestrian facilities are present within the AOI. A bicycle route is located in conjunction with FM 1462 in the central-western portion of the AOI. Selection of the Southern 2 Alternative that would incorporate the ROW of FM 1462 would likely temporarily displace this bicycle route during roadway construction. However, the bicycle route would be expected to be replaced as part of the proposed SH 99 Segment B and would be available for use following the completion of construction. None of the other Alternative Alignments would impact existing pedestrian or bicycle facilities.

Step 5. Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects Through coordination with the H-GAC and local governments, all of the seven Alternative Alignments may be able to accommodate proposed or existing pedestrian and bicycle facilities. The proposed SH 99 Segment B’s ROWs should be wide enough to accommodate pedestrian and bicycle facilities that could be constructed by others.

Induced Growth Effects The proposed SH 99 Segment B is expected to induce growth within the AOI, which may promote the development of parks, community centers, greenbelts, and commercial centers. Pedestrian and bicycle facilities may be established as an amenity to induced growth to create a network of facilities that would provide pedestrian and bicycle access to parks, community centers, and other developed areas.

Effects Related to Induced Growth Pedestrians and cyclists could benefit from the development of streets and thoroughfares in residential and commercial areas associated with development induced by the proposed SH 99 Segment B. However, this benefit would only be realized if pedestrian walkways and bicycle facilities are incorporated into individual residential and commercial developments and transportation plans within the AOI.

Step 6: Analyze Indirect Effects and Evaluate Results Incorporating pedestrian and bicycle facilities into the selected preferred alternative could create or improve the continuity of a pedestrian and bicycle system along the corridor of the selected preferred alternative. The establishment of such facilities in association with the proposed SH 99 Segment B could possibly induce construction of additional new sidewalks and bikeways beyond the immediate proposed SH 99 Segment B corridor to create a network of pedestrian and bicycle facilities. With the No-Build

Indirect Impact Analysis 5-19 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Alternative, pedestrians and cyclists would likely experience more difficult travel conditions as traffic congestion increases in the area.

Step 7: Assess Consequences and Consider/Develop Mitigation The consequence of not constructing the proposed SH 99 Segment B would be that a bikeway and/or that might otherwise have been incorporated into the proposed SH 99 Segment B would not be constructed. Pedestrians and cyclists would use existing streets and roadways for travel, which are expected to become more congested as the population increases within the AOI. Designated bike lanes or walkways could be implemented on existing and planned streets and roadways to accommodate the needs of those choosing to walk or cycle for recreation or to reach travel destinations.

5.5.5 Air Quality Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives The air quality in the AOI is currently considered in poor or declining health because it is within the severe nonattainment area for O3. In addition, the proposed SH 99 Segment B would result in changes in land use and increase mobility. All such actions can result in changes of traffic patterns and thus have the potential to indirectly impact air quality in the Houston metropolitan area.

Based upon developed densities and projected growth for the AOI, the Expert Work Group estimated 110,000 acres would be consumed by development under the No-Build Alternative. Estimated acreages consumed by development under the Build Alternatives range from 113,000 to 113,300; an increase of roughly 3 percent from the future No-Build Alternative. The MSAT analysis indicates that forecasted 2035 total MSAT emissions, under the proposed SH 99 Segment B, would be 8 percent lower as compared to the 2009 base year even with increasing VMTs. As future residential and commercial development increases within the land use AOI, it is likely that associated businesses such as bakeries, gas stations, and dry-cleaners that generate emissions would follow, which can contribute to a decline in air quality. In addition, this type of indirect commercial development may lead to activities or business development that could contribute to increased HAPs/VOCs, which are precursors to O3. However, these industrial facilities that emit air pollutants would be governed and permitted through the TCEQ.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects All of the seven Alternative Alignments would provide access to areas that were previously inaccessible or had only limited access via public roads, which would allow additional traffic (increased VMT) and development to occur within the AOI.

Indirect Impact Analysis 5-20 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Induced Growth Effects Induced growth resulting from the proposed SH 99 Segment B would bring additional residential, commercial, and possibly industrial facilities into the AOI. As residential and commercial areas are established, private and public services and facilities would also be established in response to demand from area residents, thus increasing VMT within the area as the population continues to increase.

Effects Related to Induced Growth The increase in VMT within the AOI on local arterial streets may have an indirect air quality impact by redistributing MSATs throughout the community. In addition, the tolling of the proposed SH 99 Segment B could result in traffic distribution within the AOI and could cause an increase in localized MSAT emissions. However, without the construction of the proposed SH 99 Segment B, congestion would be expected within the existing transportation network (i.e., arterials, collectors). This could lead to higher MSATs along neighboring communities.

Step 6: Analyze Indirect Effects and Evaluate Results

The AOI is part of the EPA designated eight-county severe nonattainment area for O3. The AOI is currently in attainment for all other NAAQS pollutants. Based on the results of Steps 1 through 5 that evaluated the possible proposed SH 99 Segment B-related actions that could indirectly impact air, it was determined that the proposed SH 99 Segment B would not be anticipated to cause indirect air quality impacts in the AOI, since the EPA predicts substantial future air emission reductions as the agency’s new light-duty and heavy-duty on-highway fuel and vehicle rules come into effect. These projected air emission reductions would be realized even with the predicted continued growth in VMT because technology is improving at a pace that exceeds the effect of increased VMT. Further reductions will be achieved in MSATs, PM2.5 and VOC, due to the February 2007 EPA regulation on MSATs. Even though the predicted mobile source emission reductions take into consideration increased VMT, redistribution of traffic traveling on local arterial streets may still have indirect air quality impacts by redistributing MSATs throughout the community.

Step 7: Assess Consequences and Consider/Develop Mitigation As the Houston-Galveston area continues to experience growth in the regional population and economy, the resulting increases in traffic and industrial capacity would be expected to contribute to additional and varying amounts of air pollution emissions. Within the Houston-Galveston Air Quality Control Region,

O3 is the only criteria pollutant for which the region fails to meet the NAAQS. Even with increased growth in the area, historical ambient air monitoring data for the Houston-Galveston area indicates a long-term downward trend in O3. This is generally the result of efforts made to reduce emissions from

Indirect Impact Analysis 5-21 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

various sources of VOCs and NOX. Under current regulations, the Houston-Galveston area has until June

15, 2019, to attain the NAAQS for O3.

In addition to the control of emissions to facilitate attainment of the O3 standard, the TCEQ also has regulations in place to control emissions of other pollutants, even though the NAAQS for these pollutants is being met. These regulations affect sources of PM, SO2, HAPs, and other air emissions from industrial facilities and are designed to provide for growth in a way that would continue attainment of the standards.

5.5.6 Noise Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives A majority fo the proposed SH 99 Segment B would be built on new location, which is currently rural and/or undeveloped.Based on contours, all seven of the the Alternative Alignments could impact receivers. Potential impacts range from 143 to 354, depending on the alternative alignment.

Step 5. Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects All of the seven Alternative Alignments would provide access to areas that were previously inaccessible or had only limited access via public roads, which would increase traffic volumes within areas of the AOI that do not currently experience higher traffic volumes.

Induced Growth Effects It is anticipated that the proposed SH 99 Segment B would induce regional growth within the AOI. New construction and residential and commercial activity indirectly resulting from any of the seven Alternative Alignments are expected to result in minimal noise impacts. Potential indirect effects associated with any of the seven Alternative Alignments could result in higher ambient noise levels within the AOI that were once undeveloped. These increased noise levels could potentially impact wildlife and habitats. However, development would take place in compliance with local planning and protective provisions of the Endangered Species Act to minimize effects to biological resources as a result of residential and commercial development. In addition, any impacts that may occur could be reduced through the implementation of local noise ordinances, imposition of restrictions to the hours available for construction, and required installation of noise abatement equipment.

Induced growth resulting from the proposed SH 99 Segment B would bring additional residential, commercial, and possibly industrial facilities into the AOI. As residential and commercial areas are established, private and public services and facilities would also be established in response to demand from area residents.

Indirect Impact Analysis 5-22 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Effects Related to Induced Growth Induced residential and commercial development is expected to increase ambient noise levels, which may be viewed as a negative impact to the quality of life, as land is converted from a low-density, rural setting to residential and commercial uses with increasing populations.

Step 6: Analyze Indirect Effects and Evaluate Results According to FHWA Noise Policy/Guidance, a noise level change of 3 dB is barely perceptible to the human ear. In addition, the relative criterion (the predicted noise level that substantially exceeds the existing noise level at a receiver even though the predicted noise level does not approach, equal, or exceed the NAC), is not expected to “substantially exceed” existing levels by more than 10 dBA. Therefore, based on experience with similar projects with similar projected future traffic volumes and projected population levels for the AOI, it is not expected that the average noise level change would increase above 3 dB.

Step 7: Assess Consequences and Consider/Develop Mitigation Since it is not anticipated that there would be any substantial indirect effects to noise within the AOI, there would be no consequences or potential mitigation for indirect noise effects and further evaluation and discussion is not necessary.

5.5.7 Water Quality Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives The seven Alternative Alignments cross numerous streams and channels of varying size that would either be placed in culverts or spanned by bridge structures. Construction of the proposed SH 99 Segment B would add impervious cover associated with the roadway. Storm water runoff would be directed to roadside drainage and detention facilities before being conveyed to area water courses. BMPs would be implemented during construction to minimize the introduction of erosion and sedimentation materials into receiving waters. Construction of drainage and detention facilities as part of the proposed SH 99 Segment B would allow for settling and possible capture of some constituents in storm water runoff from the roadway prior to being discharged into area water courses.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects Encroachment of the proposed SH 99 Segment B into undeveloped areas of the AOI would not be expected to impact water quality. Impacts to water quality would more likely result from induced development, as discussed below.

Indirect Impact Analysis 5-23 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Induced Growth Effects The proposed SH 99 Segment B would induce additional development within the AOI. Induced growth would bring land use changes, which would include the construction of buildings, streets and roads, parking areas, walkways, and other developed facilities. This construction would include impervious cover that would be expected to increase the volume of surface water runoff. Patterns of surface water flow may be changed and storm water drainage channels may be altered because of the construction. Storm water that might otherwise infiltrate into natural ground surfaces would be directed into constructed or improved drainage channels, possibly affecting the volume of flows conveyed to receiving waters. The storm water runoff may contain chemicals and materials that are conveyed to receiving waters, potentially affecting the water quality of the receiving waters.

Effects Related to Induced Growth The 2009 survey of developers and agency representatives indicated that by 2035, the developed area within the AOI could range from approximately 74 to 81 percent of the total area if the proposed SH 99 Segment B is implemented. Induced development would result in the removal and reduction of natural vegetation and permeable surfaces available to slow and absorb surface runoff, meaning more runoff would be directed into area water courses. Oil, grease, and other elements from vehicles traveling on newly constructed streets and roads or parked in vehicle parking areas would be washed from these surfaces during storm events. Additionally, fertilizers, herbicides, and other chemicals used on residential lawns and landscaped areas may be introduced into storm water runoff. Other liquid and solid elements occurring within developed residential, commercial, and industrial areas may also be conveyed to receiving waters through storm water runoff. Concentrations of chemicals and other materials in storm water runoff could be sufficient to affect the water quality of the receiving waters.

Step 6: Analyze Indirect Effects and Evaluate Results Development induced by the proposed SH 99 Segment B would increase the amount of impermeable surface in the AOI, which would increase storm water runoff and non-point source pollution from roadways and other areas, and likely alter surface drainage patterns. Construction activities could also introduce eroded earthen materials and chemicals into storm water runoff, causing siltation, turbidity, and contamination that could adversely affect water quality, particularly in the immediate area of the discharge.

Construction of storm water detention basins, vegetated swales, and other storm water control features for the conveyance of storm flows would allow for the capture of some pollutants carried in storm water runoff, thereby reducing pollutant loads entering downstream waters. Implementation of BMPs and

Indirect Impact Analysis 5-24 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SW3Ps for temporary and permanent water quality control would assist in limiting pollutants transported with surface runoff. Impacts to receiving waters may be more noticeable in the area of discharge, but residual pollutants could settle, disperse, or dilute as waters move downstream.

Step 7: Assess Consequences and Consider/Develop Mitigation Potential impacts to water quality from construction that is related to induced development within the AOI would be minimized or mitigated through compliance with State and local regulations. Implementation of temporary and permanent erosion and sedimentation controls and other water quality management and protection measures would minimize short-term and long-term impacts to water resources in the AOI. Containment, removal, and proper disposal of materials by contractors would be expected to comply with applicable State and federal requirements such that hazardous or toxic materials use during construction activities would not be expected to adversely impact soil, surface water, or groundwater resources.

5.5.8 Wetlands and Waters of the United States (U.S.) Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives Based upon the NWI mapping, wetland impacts ranging from 6 to 45 acres could occur from implementation of the proposed SH 99 Segment B, depending upon the selected preferred alternative. Clearing and grading (filling) would likely be the direct impact to wetlands from construction of the selected preferred alternative. It is likely that impacted wetlands would lose functions and values exhibited by those wetlands. Stream and drainage channels would be bridged or placed in culverts, depending upon their size. Detention basins constructed as part of the proposed SH 99 Segment B could offset the loss of storm water storage provided by impacted wetlands. Direct impacts to non-wetland waters of the U.S. cannot be assessed until design plans are prepared.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects Wetlands occurring adjacent to or partially outside the proposed SH 99 Segment B ROW could be adversely impacted. Wetlands outside the immediate area of the ROW may lose some wetland functions through a reduction in overall size or a change in hydrology. However, the primary effects to wetlands would likely be from induced development, as discussed below.

Induced Growth Effects The construction of the proposed SH 99 Segment B is expected to induce additional development within the AOI, which would include the conversion of presently undeveloped lands to developed conditions.

Indirect Impact Analysis 5-25 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The conversion of such areas to new or different land uses would likely result in the filling and reduction in size of wetlands. Storm water drainage improvements to area drainages would also be expected as part of the developed conditions. New or differing land uses would likely have a negative effect on wetlands in the AOI.

Effects related to Induced Growth Development induced by the proposed SH 99 Segment B would likely decrease the amount of wetlands within the AOI through the conversion of vacant land to developed land. Filling of the wetlands within the AOI could result in the following impacts: reduced floodwater storage, reduced wildlife habitat, and an increase in sediments and pollutants entering local waterbodies (loss of wetlands as a biofilter).

Step 6: Analyze Indirect Effects and Evaluate Results If the proposed SH 99 Segment B were constructed, there would be induced development in the AOI ranging from 5 to 20 percent by 2035, such that a total of approximately 74 to 81 percent of the total area of the AOI could be developed. If wetland resources are not avoided and development equally impacts wetland and upland resources within the AOI, approximately 74 to 81 percent of the NWI-mapped wetlands present in 2008, or approximately 14,180 to 15,525 acres of wetlands, could be converted to developed uses. Based on the 5 to 20 percent increase in development caused by the proposed SH 99 Segment B in the AOI, approximately 960 to 3,835 acres of indirect impacts to wetlands could be expected if the proposed SH 99 Segment B is constructed. However, it is likely that wetland areas would not be converted to developed uses at the same rate as upland areas, as some wetland areas would be avoided; therefore, the number of wetland acres lost to development would not be as high as noted above. Wetlands occurring within the footprints of future development areas that cannot be avoided would likely be filled. Compensatory mitigation by developers for impacts to jurisdictional wetlands would be required as part of the USACE permitting process. Site grading and drainage improvements associated with avoided wetlands within or near developed areas could degrade habitat quality, surface water storage capabilities, and other functions provided by wetlands.

Step 7: Assess Consequences and Consider/Develop Mitigation Public and private developers must identify impacts to jurisdictional wetlands and other jurisdictional waters of the U.S., in coordination with the USACE, prior to construction. Mitigation measures, such as preservation of existing wetlands, creation of wetlands, restoration of wetlands, or the use of credits in an authorized wetland mitigation bank, would be required to compensate for impacts to jurisdictional wetlands. Compensatory mitigation for non-jurisdictional waters of the U.S., including wetlands, would

Indirect Impact Analysis 5-26 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South not be required as part of USACE permitting; therefore, functions provided by these waters may not be replaced.

Impacts to wetlands can sometimes occur that are not assessed or reported to the USACE. Wetlands in the AOI may be filled that would not be compensated through the permitting process due to unauthorized activities. It is not possible to predict the amount of unauthorized wetland filling activities that may occur. The functions and values of wetlands impacted in this manner would not be replaced, and could have an adverse impact on wetlands in the AOI.

5.5.9 Floodplains Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives Each of the seven Alternative Alignments would cross mapped 100-year floodplains within the AOI. Depending on the selected preferred alternative, the length of floodplain crossings would range from approximately 11,649 linear feet to approximately 36,870 linear feet. Crossings of water courses would be bridged or placed in culverts, and the proposed SH 99 Segment B would be designed to not adversely impact flood elevations. BMPs such as silt fencing, sod, rock or sand bag berms, hay bale dikes, or other appropriate measures would be implemented during construction to limit the introduction of erosion and sedimentation materials into area water courses.

Step 5. Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects Impacts to floodplains would not be anticipated because of the proposed SH 99 Segment B encroaching into new areas. Rather, floodplain impacts would be expected from development induced by the proposed SH 99 Segment B, as discussed below.

Induced Growth Effects The proposed SH 99 Segment B would provide access to new areas within the AOI, which is expected to facilitate development in the vicinity of the roadway. Development induced by the proposed SH 99 Segment B would likely involve vegetation removal and construction of impervious cover within areas mapped as being within the 100-year floodplain.

Effects Related to Induced Growth Construction that is related to induced development would require clearing and grading of areas for streets, buildings, and other facilities. Floodplain areas may be impacted by fill associated with the developed facilities or by roadways and utilities crossing floodplains to provide access or needed utilities. Impervious cover associated with developed acres would generate additional storm water runoff that may

Indirect Impact Analysis 5-27 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South increase storm flows in existing drainage channels. Enlarging or realigning drainage channels to improve conveyance capacities and construction of storm water detention/retention facilities required by floodplain regulations and guidelines may impact additional areas within floodplains.

Step 6: Analyze Indirect Effects and Evaluate Results Induced development within the AOI would likely occur initially in areas outside mapped floodplains, where there would not be restrictions on development related to floodplains. However, development may involve some amount of fill, grading, and vegetation removal within floodplains. Increased storm water runoff from developed areas may increase flows conveyed to and through streams and drainage channels. Improvements to stream and drainage channels necessary to facilitate the conveyance of storm flows would be expected as a result of induced development. Development within floodplains would be required to incorporate design features such as channel improvements and detention/retention facilities to maintain the storage capacity of floodplains and allow for the conveyance of flood flows without adversely affecting flood flow elevations.

Regulations and guidelines related to development in floodplains are intended to maintain appropriate flood elevations and the continued conveyance of flood flows, thereby reducing the risk of flooding in developed areas. As drainage improvements are implemented in developed areas, revisions of the extent and configuration of the mapped 100-year floodplain boundaries would be expected.

Step 7: Assess Consequences and Consider/Develop Mitigation Development within floodplains would occur in accordance with the NFIP and local regulations. Storm water detention facilities and hydraulic features would be used to offset potential increases in storm water flows due to the addition of impermeable cover, and to maintain the storage capacity of floodplains. Individual developments would be responsible for calculating and detaining additional runoff generated by the construction of impermeable surfaces, as well as maintaining conveyance capacities to accommodate expected flood flows. Individual developments may incorporate measures during the planning and design stages of projects to reduce or minimize potential impacts to floodplains that are present within the footprints of the developments.

5.5.10 Vegetation Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives The majority of impacts to vegetation from construction of the proposed SH 99 Segment B would be to agricultural and pasture land areas. Impacts to vegetation in agricultural areas could range from approximately 384 acres to 1,008 acres. Riparian and woodlot areas would also be impacted, ranging

Indirect Impact Analysis 5-28 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South from approximately 9 to 64 acres and approximately 59 to 171 acres, respectively. Urban areas ranging from approximately 38 to 268 acres would be impacted by the proposed SH 99 Segment B. Conversion of these areas to roadway ROW would represent a loss of vegetation resources. Areas within the proposed the proposed SH 99 Segment B ROW that are not converted to impervious cover would be replanted with herbaceous vegetation that would be periodically maintained as part of the roadway system.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects Encroachment-alteration effects to vegetation are not anticipated because of the proposed roadway. Rather, induced development and related land use changes would be expected to be the cause of indirect impacts to vegetation.

Induced Growth Effects Induced growth is expected to result from implementation of the proposed SH 99 Segment B. Within the footprints of developed areas, natural vegetation would be removed and replaced with structures, impervious cover, and landscape plantings. Impacted vegetation may be herbaceous, shrub, tree, and vine species occurring in farmlands and pasture lands, and wooded areas associated with woodlots and riparian corridors surrounding water courses.

Effects Related to Induced Growth Natural vegetation would be largely removed during site preparation and construction activities related to the development of residential, commercial, and other urban facilities within the AOI. Residential yards, community parks and green spaces, and landscaped areas may retain some natural vegetation, but these areas would most likely be planted with turf grasses and ornamental plantings that are routinely maintained. Agricultural and pastureland areas outside of developed footprints would likely remain as naturally vegetated areas; however, in the long term, these areas may also be converted to urban uses.

Step 6: Analyze Indirect Effects and Evaluate Results Residential, commercial, and other development induced by the proposed SH 99 Segment B would impact riparian, woodland, pastureland, cropland, and other vegetation areas within the AOI by direct conversion of these areas to developed conditions.

The extent of riparian corridors may also be reduced, as the construction of additional road and utility crossings would remove vegetation within the ROWs and easements of these crossings. The removal of riparian vegetation may interrupt the continuity of vegetated corridors paralleling water courses in the AOI. The majority of vegetation within developed areas would likely be routinely maintained, with

Indirect Impact Analysis 5-29 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South ornamental plantings being a common feature. The conversion of natural vegetation to developed conditions would remove food resources and potential habitat for wildlife.

Step 7: Assess Consequences and Consider/Develop Mitigation Induced development that occurs within the AOI as a result of the proposed SH 99 Segment B would remove areas of existing natural vegetation and replace it primarily with structures, impervious cover, and landscape plantings. The loss of natural vegetation would be an unavoidable consequence of development within the AOI. Some areas of natural vegetation might remain within developed footprints, but such areas may be impacted by vegetation management or maintenance plans for the natural areas to be compatible with the aesthetics of the adjacent development. Progressive measures during the planning and design stages of development projects may incorporate features such as natural green space, vegetated corridors, and landscaping using native species to maintain some natural vegetation within the development.

5.5.11 Wildlife Habitat Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives Construction of the proposed SH 99 Segment B would require the acquisition of approximately 803 to 1,366 acres of ROW. This area would be permanently converted from its current condition to impervious cover and herbaceous vegetation that would be maintained as part of the constructed roadway. Detention and drainage facilities would also be constructed, removing additional areas of potential habitat. Water courses traversed by the proposed SH 99 Segment B would either be bridged or placed in culverts, likely altering stream and channel habitat conditions in the immediate area of the bridge or culvert.

The proposed SH 99 Segment B has not been investigated for the presence of federally or State-listed threatened and endangered species. Upon selection of a preferred alternative, the ROW of the preferred alternative would be investigated for listed threatened and endangered species. If present, coordination with appropriate federal and State agencies would be conducted to assist in determining whether the proposed SH 99 Segment B would have an impact on listed species occurring within or adjacent to the ROW.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects The proposed SH 99 Segment B would provide access to new areas within the AOI. However, indirect effects to wildlife habitat would be expected from development induced by the proposed SH 99 Segment B rather than encroachment-alterations effects.

Indirect Impact Analysis 5-30 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Induced Growth Effects Development induced by the proposed SH 99 Segment B would remove or alter vegetation, thereby converting areas of wildlife habitat to more urban conditions such as streets, structures, utilities, and impervious cover associated with development. The conversion of habitat areas to developed conditions would likely displace wildlife and possibly fragment habitat.

Effects Related to Induced Growth In areas of induced growth, wildlife habitat could be degraded by altered vegetation, increased human activity levels, and increased pollutants being conveyed from developed areas. Storm water drainage patterns may change to accommodate the conveyance of storm flows generated within developed areas. Development induced by the proposed SH 99 Segment B would be accompanied by increases in vehicular traffic, lighting, human activity levels, and noise, which would impact potential wildlife habitat in developed areas. Although wildlife would be displaced by induced growth, the resulting urban conditions may provide additional habitat to support wildlife species able to adapt to these conditions.

Step 6: Analyze Indirect Effects and Evaluate Results The conversion of undeveloped acreage to roadways, structures, and other developed conditions would reduce available habitat for wildlife. Some wildlife would be displaced by the direct conversion of habitat areas to developed conditions. Wildlife unable to adapt to the developed urban conditions would be forced to seek other habitats in the vicinity of developed areas. Noise, activity levels, and the introduction of pollutants into storm water runoff from impermeable surfaces in developed areas could impact adjacent or nearby habitat conditions, potentially affecting wildlife use of remaining habitat areas. Wildlife species able to adapt to urban environments occur within the AOI and may thrive as additional urban habitat is created. Wildlife unable to assimilate into nearby habitats would likely perish. Wildlife remaining in developed areas would be at greater risk of injury or mortality from increased encounters with humans and increased traffic on area roadways. A reduction in the diversity of habitats available to wildlife in the AOI would likely mean a reduction in the diversity of wildlife species occurring within the AOI.

As stated in Step 5, indirect impacts to wildlife habitat would be expected from development induced by the proposed SH 99 Segment B rather than encroachment-alteration effects of the roadway. Similarly, actions that could affect federally or State-listed threatened and endangered species habitat would be expected from activities associated with induced development. Therefore, developers and others proposing to implement individual projects would be responsible for determining the presence of threatened and endangered species or suitable habitat within the proposed SH 99 Segment B study area, and coordinating with appropriate federal and State agency representatives to determine the impacts the

Indirect Impact Analysis 5-31 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South proposed SH 99 Segment B would have on any listed species. Although alteration of suitable habitat or other impacts to federally or State-listed threatened and endangered species may occur within the AOI outside the proposed SH 99 Segment B ROW, such alterations or impacts would not be the responsibility of the entities implementing the proposed roadway.

Step 7: Assess Consequences and Consider/Develop Mitigation The abundance and quality of wildlife habitats in the AOI would be expected to decline as land is converted from presently undeveloped to developed conditions. Progressive planning and design incorporating features such as vegetated corridors, green spaces, and natural landscaping to accommodate wildlife movements and life cycle requirements may allow wildlife to remain in, or more easily traverse, developed areas.

5.5.12 Cultural Resources Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives As discussed in Section 4.17, a records search was conducted to determine whether or not any previously recorded prehistoric and/or historic archeological sites existed within the land use AOI. The search revealed 24 known sites and numerous additional potential sites, many which are located along the Clear Creek, Chocolate Bayou, Oyster Bayou, Big Creek, and Brazos River channels. In addition, Section 3.16.2 explains that there are 115 historical properties located within the AOI.

Land use changes are expected to occur as a result of the proposed SH 99 Segment B within properties adjacent to the acquired ROW, changing from a currently undeveloped or lower density development to a higher density development because of improved access and mobility. Due to the controlled access of the proposed SH 99 Segment B, this development would be more likely to occur in areas where intersections are created by the proposed SH 99 Segment B at an existing or proposed major roadway.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects The proposed SH 99 Segment B would provide access to new areas within the AOI. Indirect effects to archeological resources would be expected from development induced by the proposed SH 99 Segment B rather than encroachment-alterations effects. However, impacts to non-archeological historic resources could be affected by encroachment-alterations by changing the integrity of the location, design, materials, workmanship, historic setting, feeling, and/or association of the resource (known as the seven aspects of integrity). A historic resource is considered eligible for the NRHP based on its association with

Indirect Impact Analysis 5-32 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South significant themes and retaining the aspects of integrity that allow that particular property to convey its significance, which may no longer exist as future development occurs.

Induced Growth Effects Archeological sites are typically directly affected through site clearing, grading, or excavation during development.

Effects Related to Induced Growth In areas of induced growth, cultural resources could be degraded by increases in vehicular traffic, changes in setting, human activity levels, and noise, which would impact potential cultural resources within the developing areas.

Step 6: Analyze Indirect Effects and Evaluate Results Archeological Resources The impacts to archeological sites from induced development under the seven Alternative Alignments or the No-Build Alternative may be substantial if sites are eligible or potentially eligible for the NRHP or as State Archaeological Landmark. However, it cannot be determined whether development under the seven Alternative Alignments or the No-Build Alternative would result in substantial impacts to these sites because the quantity, location, and character of individual resources are unknown.

Historical Resources To be listed in the NRHP, a property must not only be shown to be significant under the National Register criteria, but it also must have integrity by retaining the seven aspects of integrity that allow that particular property to convey its significance; such as location, design, setting, materials, workmanship, feeling, and association.

Typical residential and commercial development within the AOI, associated with either the seven Alternative Alignments or the No-Build Alternative, could result in both the direct physical loss of some properties and the loss of historic integrity of other properties. Potential indirect impacts to historical resources such as visual, noise, atmospheric, or other effects could occur well outside the construction area of the proposed SH 99 Segment B. While the facility would be controlled access, it is assumed that patterns of development in the proposed SH 99 Segment B study area would likely continue, which would contribute to an indirect impact on historic resources. Increased development could increase looting, vandalism, and non-scientific collection of historical resources.

However, it is unknown if any indirect effects would be considered substantial and adverse. This depends

Indirect Impact Analysis 5-33 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South on a clear understanding as to why each historic resource is eligible; in other words, one needs to know the integrity of the resource to know whether the integrity has been impaired to determine if the resulting action could affect the resource.

Step 7: Assess Consequences and Consider/Develop Mitigation Some of the development under any of the seven Alternative Alignments may fall under federal or State regulatory resource protection review, and therefore, archeological resources could be protected, preserved, or mitigated. If development is publicly funded, or if private development requires certain federal permits, such as a permit under Section 404 of the CWA, then it would likely be subject to federal or State regulations and any mitigation measures required by federal or State regulations. However, most of the development, such as residential and commercial development, would not fall under the regulatory review process; therefore, archeological resources would have no protection under federal or State laws.

5.5.13 Visual and Aesthetic Qualities Step 4: Identify Impact-Causing Activities of the Proposed Action and Alternatives Construction of SH 99 Segment B would require the acquisition of ROW ranging from approximately 803 to 1,366 acres, depending upon the selected preferred alternative. The proposed SH 99 Segment B would introduce a new visual element into the AOI, altering the rural setting in some portions, particularly those portions where there are no existing major roadways and where there is existing low- density residential development adjacent to the seven Alternative Alignments. Potential grade separations constructed at major intersections and possibly at stream crossings could be prominent visual features in the general area of any elevated structures. An additional visual and aesthetic impact would be the placement of necessary traffic noise barriers and an increase in nighttime ambient light levels from safety lighting. In general, the lighting system for the proposed SH 99 Segment B would be restricted to those areas where on and off ramps are located.

Step 5: Identify Potentially Substantial Indirect Effects for Analysis Encroachment-alteration Effects Construction of the proposed SH 99 Segment B would not be expected to have an encroachment- alteration effect on visual and aesthetic qualities. Changes in visual and aesthetic attributes would be the result of land use changes associated with induced development.

Indirect Impact Analysis 5-34 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Induced Growth Effects The proposed SH 99 Segment B is expected to induce growth within the AOI. Development in areas that are currently undeveloped would introduce new visual elements into the viewshed, possibly interrupting views of natural features, agricultural land, pastureland, and other undeveloped areas within the viewshed.

Effects Related to Induced Growth Structures, streets and roads, utilities, landscaping, and lighting associated with induced development would bring changes into the viewshed, altering the visual attributes of the AOI. Development would include street lighting and security lighting that would be expected to result in incremental and localized increases in ambient light levels, glare, and nightglow. The changed conditions would be subject to interpretation by residents and motorists, as changes in visual attributes within the AOI may be perceived as positive, negative, or neutral.

Step 6: Analyze Indirect Effects and Evaluate Results Development induced by the proposed SH 99 Segment B in areas that already support existing development would likely be an intensification of the same or similar land uses. Initially, development may occur in areas that are already experiencing growth and in areas created by the intersections of major roadways. Induced development in already developed areas may be in the form of a greater number, or possibly taller, structures (i.e., an increase in the density of development). The visual and aesthetic impact in these areas may not be as great because development is a current part of the landscape. Induced development in more rural areas would bring new visual elements into the viewshed, which would be more noticeable on the otherwise relatively undeveloped landscape.

The new visual elements introduced into the viewshed from induced residential, commercial, and other development may be perceived by some as an adverse impact because the development detracts from the view of a previously rural or undeveloped landscape. Conversely, others may perceive the changed conditions positively, as new development represents progress and the availability of goods and services that may be more conveniently located within the community.

Step 7: Assess Consequences and Consider/Develop Mitigation Structures, paving, and other development components that would occur as part of induced development would introduce new visual elements into the viewshed. New structures would be more noticeable in areas that are currently undeveloped, as opposed to areas where existing development is present. Depending upon the type of proposed development and design specifications, visual mitigation measures could include the preservation of naturally vegetated areas or the incorporation of landscape features the

Indirect Impact Analysis 5-35 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South might blend with the existing landscape. The use of regionally native plants for landscaping could provide some continuity of vegetation between developed and undeveloped areas. Additionally, lighting modifications in developed areas may be available to reduce glare and nightglow that might otherwise affect nighttime ambient light conditions. There are no requirements that developments mitigate for potential visual impacts. Incorporation of visual and aesthetic measures into development projects would be at the discretion of the individual developers.

5.6 REGIONAL INDIRECT EFFECTS OF TOLL FACILITIES The freeway and toll road system is a major component of the Houston-Galveston regional roadway network. Currently, the freeway/toll road system represents nearly 19 percent of regional lane miles and carries more than 48 percent of VMT. The 2009 regional roadway network consists of nearly 24,571 total lane miles. This includes nearly 658 tolled lane miles and 289 managed lanes miles (Table 5-2). By 2035, these numbers are expected to increase to 32,855 lane miles of which 2,049 are tolled lane miles and 853 are managed lanes miles. Figure 5-1 shows the tolled and managed lane improvements to the regional roadway network by year 2035.

TABLE 5-2 REGIONAL ROADWAY NETWORK (LANE MILES) Roadway Managed Total Lane Freeway Toll Roads Arterial network Lanes Miles 2007 Network 3,669 miles 658 miles 289 miles 19,955 miles 24,571 miles 2035 Network 4,339 miles 2,049 miles 853 miles 25,614 miles 32,855 miles

Source: H-GAC 2009.

In addition, the transit system has 485,000 daily passenger boardings and is expected to increase to nearly 725,000 by 2035. This increase will be attributed to:

 Expansion of transit services (increased bus and rail transit services),  New transit modes (commuter rail transit and signature express bus service),  Transit connectivity to multiple employment centers, and  Coordination of transit services among regional public transportation providers.

METRO’s 2035 Long Range Plan recommends significant expansion of the current transit system and includes a network of integrated high capacity transit facilities on major travel corridors. This plan also identifies service expansions beyond the METRO service area. New improvements scheduled for implementation through the year 2035 include high occupancy tolls, a new intermodal terminal, park-n-ride facilities, and several new high capacity transit corridors throughout the region. Additional key elements of the plan include:

Indirect Impact Analysis 5-36 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 89 miles of fixed guideway transit (Light Rail Transit)  84 miles of Commuter Rail Transit  40 miles of Signature Bus

Figure 5-2 shows the future corridor and capital facilities projects in the 2035 METRO Long Range Plan. FIGURE 5-1 FREEWAY, TOLLWAY, MANAGED LANE SYSTEM IMPROVEMENTS

Source: H-GAC 2009.

Indirect Impact Analysis 5-37 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

FIGURE 5-2 2035 FUTURE CORRIDOR AND CAPITAL FACILITIES PROJECTS

Source: Metro 2007.

5.7 CONCLUSION The expanding regional roadway network, including tolled facilities and managed lanes, along with the expanding transit network could have indirect and cumulative impacts. However, the impacts are not isolated to one location and would be better considered at the regional level. As a result, the consideration of the regional tolled roadway network is included in the cumulative impacts portion of this document.

Indirect Impact Analysis 5-38 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SECTION 6: CUMULATIVE EFFECTS ANALYSIS This section presents the cumulative effects analysis conducted for the proposed SH 99 Segment B Alternative Alignments and the No-Build Alternative. This section includes an introduction to the background and project-specific requirements for the cumulative effects evaluation followed by a description of the methodology used to perform the analysis. Subsequent subsections provide the resource-specific cumulative effects evaluations, all of which is followed by a summary of the results of the analysis.

Resources that were found to not be directly or indirectly affected by the proposed SH 99 Segment B were not considered in the cumulative effects analysis. Also, some environmental effects categories that are not resources, such as noise, were not evaluated. Specific resources and environmental effects categories evaluated in the DEIS are listed in Table 6-1.

Cumulative Effects Analysis 6-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TABLE 6-1 DETERMINATION OF RESOURCES/ISSUES CONSIDERED IN CUMULATIVE EFFECTS ANALYSIS

Further Resource/ Current Health of Resource Direct Impacts Indirect Impacts Study Issue Necessary? Changing: Within the AOI, Currently planned residential, land use is a mix of commercial, and other residential, commercial, developments within the AOI Depending on the industrial, institutional, and would be expected to continue alternative selected, ROW undeveloped uses. In general, in response to increasing acquisition would range higher density development population and employment from approximately 803 to Yes. Land occurs in the northern and growth. Development would 1,366 acres. Roadway use is carried eastern portions in association be likely to occur near areas of construction would convert forward for with established communities existing development and at existing land uses partially further and along major roadways. intersections of the proposed Land Use to paved travel lanes and consideration Large areas of undeveloped SH 99 Segment B and major partially to maintained in the land are common in the roadways. It is estimated that ROW. Residential and cumulative southern and western portions additional development commercial displacements effects of the AOI. Residential, retail, induced the proposed SH 99 would range between 11 and analysis. institutional, and other Segment B could range from 187, depending on the developments have been and approximately 8,300 to 33,100 alternative selected. will continue to be established acres, with the greatest change

in response to predicted potentially occurring in the population and employment less developed southern increases. portion of the AOI. Declining: Farmlands in Texas are increasingly being developed, with 2.2 million acres of rural land in Texas Approximately 531 to 1,101 Yes. Impacts converted to developed use in The proposed SH 99 Segment acres of prime farmland to farmlands a five-year period between B would have an impact on soils would be converted are included Farmland 1992 and 1997. In west and land development and, directly to a ROW use, in the Land northwest Harris County, therefore, an impact to depending on the Use large amounts of farmland are farmland. alternative. discussion being converted and proposed to be converted to residential and other developed use as the population grows.

Cumulative Effects Analysis 6-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Resource/ Further Study Current Health of Resource Direct Impacts Indirect Impacts Issue Necessary? Changing: The Northern, Northern 2, Central, Central- South, and Southern alternatives are primarily located in rural areas that do not contain dense residential, commercial, retail, or industrial development. The exception to this occurs along a portion of the Central, Central-South, South-New, and Southern 2 alternatives, where the alignments follow the existing SH 35 and SH 35 Bypass. The Southern 2 Alternative follows sections of FM 1462 and FM 517 and the Development induced by

SH 35 Bypass, which have the proposed SH 99 dense areas of residential and Segment B could cause commercial development. The displacements and The Northern, Northern 2, residential neighborhoods relocations of residences Central, Central-South, South- along the Central, and businesses. Indirect Yes. Social New, Southern and Southern 2 Central-South, South-New, impacts to housing or resources are alternatives would potentially and Southern 2 Alternatives alternative business carried forward

sses human environment effects. effects. environment human sses displace approximately 64, 63, are primarily located between locations are anticipated; for further 16, 11, 22, 24, and 187 CR 184 and CR 192 (Exhibit however, adequate consideration in residential homes and 2-5). Along the Northern and housing alternatives are the cumulative businesses. Displacements also Northern 2 alternatives, the available for rent or lease effects analysis. include 3 churches displaced by residential neighborhood areas in the general area where the Southern 2 Alternative. are primarily located between the potential Displacements and Displacements Relocations SH 6 and CR 529 (Regency displacements/relocations Social (Communities/Quality of of Life) (Communities/Quality Social The issueswere evaluated.)below listed Heights, Crestmont, and would occur. Heights Acres areas). The residential neighborhoods along the Southern Alternative are primarily located along (Social resources/issues encompa CR 163, west of the railroad, between CR 168 and CR 164. Planned residential subdivisions are discussed in Section 3.1.2. Several residential neighborhoods exist adjacent to or in the vicinity of all seven Alternative Alignments. Existing residential neighborhoods are listed in Section 3.1.1 and are shown on Exhibit 2-5.

Cumulative Effects Analysis 6-3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Resource/ Further Study Current Health of Resource Direct Impacts Indirect Impacts Issue Necessary? In the short-term, an increase in traffic congestion and potential changes in travel patterns would be expected due to roadway construction. In the long-term, the proposed SH 99 Segment B would improve mobility in the study area having a positive impact on citizens living in nearby neighborhoods and/or accessing community and public facilities. Induced development and urbanization in the Changing: Community Direct impacts caused by proposed SH 99 Segment resources and facilities, which displacements to community B study area would include schools, police and and public resources are increase the overall Yes. Social fire stations, hospitals, discussed in Section 4.3. population and require the resources are churches, cemeteries, and park Community impacts would not development of additional carried forward

sses human environment effects. effects. environment human sses and recreational areas, were be expected as a result of infrastructure elements to for further identified. Community tolling of the proposed SH 99 serve the demands for consideration in resources and facilities that are Segment B. All users of the energy, water and the cumulative located in close proximity to roadway, including local wastewater utilities, effects analysis. the seven Alternative communities and municipal services, Alignments are shown on neighborhoods, would be able medical services, police

Community and Public Resources Exhibit 3-6. to use existing roads, which are and fire protection, and

The issueswere evaluated.)below listed non-tolled facilities. The other services. Social (Communities/Quality of Life) cont. cont. of Life) (Communities/Quality Social proposed SH 99 Segment B would add roadway capacity in the corridor, which would

(Social resources/issues encompa benefit the traveling public and local communities/ neighborhoods by improving mobility on existing roadways. The impact of new and improved transportation facilities in the region would be improved mobility for all populations.

Cumulative Effects Analysis 6-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Resource/ Further Study Current Health of Resource Direct Impacts Indirect Impacts Issue Necessary? Population increases are expected to occur but not as a direct result of the proposed SH 99 Segment B. Minority and low-income individuals could be impacted by loss of property due to ROW acquisition, or increased traffic Changing: The proposed SH noise. 99 Segment B intersects a total of 21 Census tracts. The Negative impacts to

Census tracts in the proposed communities, including SH 99 Segment B study area minority and low-income are shown on Exhibit 3-5. The populations in the proposed SH population within these 21 99 Segment B study area, tracts totals 126,080, with would not be expected as a approximately 29.3 percent of result of tolling the proposed Yes. Social No indirect impacts to EJ the population being classified SH 99 Segment B. resources are populations or as minority, including those All users of the roadway, carried forward sses human environment effects. effects. environment human sses demographic changes in persons of Hispanic origin. for further including minority and low- the study area is expected The 1999 median household consideration in income individuals and as a result of proposed SH income within the 21-tract the cumulative populations, would be able to 99 Segment B. area ranges from a low of use existing non-tolled effects analysis. $31,495 in Census Tract 6613 facilities. The proposed SH 99 in Brazoria County to a high Segment B would increase of $97,645 in Census Tract mobility in the study area, The issueswere evaluated.)below listed 7204 in Galveston County. which would benefit the Social (Communities/Quality of Life) cont. of Life) (Communities/Quality Social Within the 21 tracts, traveling public, communities, approximately 9.2 percent of and low-income and minority Environmental(EJ) Populations Justice Demographics and the population is below the individuals and populations. national poverty threshold. (Social resources/issues encompa Additionally, during emergency evacuations, the tolled facility would be available as a free travel route for all persons, including low-income and minority populations. New and improved transportation facilities would improve mobility in the region.

Cumulative Effects Analysis 6-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Resource/ Further Study Current Health of Resource Direct Impacts Indirect Impacts Issue Necessary? Direct impacts include those arising from purchases made by the new construction sector. Roadway construction activities would create new job opportunities and income potential in the study area in the Changing: Population growth short-term. (as indicated by an increase in the number of households) and Long-term economic effects of total employment are primary the proposed SH 99 Segment B demographic and economic for any of the seven Alternative indicators for travel demand, Alignments would include the

permanent removal of taxable which is defined as the Indirect impacts and property (from ROW number, purpose, and type of induced effects on local, acquisition) in Brazoria and trips. Between 2004 and 2025, regional, and State Galveston counties from the tax it is estimated that without the employment, output, and rolls of local government proposed SH 99 Segment B income would be entities and school districts. In the number of households expected. Yes. Social within the AOI will increase the long-term, this loss of resources are from an estimated 74,005 to taxable property could be could Economic benefits to the carried forward sses human environment effects. effects. environment human sses 125,078, and employment will be offset by the increased local economy would be for further increase from approximately values of land adjacent to the indirectly induced by the consideration in 46,675 to 91,837 (University new facility. New businesses proposed SH 99 Segment the cumulative of Houston 2003). As shown that develop adjacent to the B. It is expected between effects analysis. Economic Resources in Table 3-3, the predicted proposed SH 99 Segment B 3,178 and 4,222 jobs, and percent increase in the number would generate new $132 and $175 million in of households and total employment opportunities, income would be

The issueswere evaluated.)below listed employment within the AOI income potential, and sales tax generated in the local Social (Communities/Quality of Life) cont. of Life) (Communities/Quality Social by year 2025 is higher than and other business tax revenues economy. that of Brazoria and Galveston within the study area. counties. This indicates that Potential loss of jobs could much of the growth (Social resources/issues encompa occur as a result of the (50 percent or more) within relocation of businesses. the two counties will occur within the AOI. Although TxDOT would attempt to maintain access to all businesses during construction, loss of customers due to difficult access could result in temporary loss of income to businesses affected by the proposed construction.

Cumulative Effects Analysis 6-6 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Resource/ Further Study Current Health of Resource Direct Impacts Indirect Impacts Issue Necessary? No. Visual and aesthetic qualities in the

area of the Views within the proposed SH proposed SH 99

cont. Induced development 99 Segment B study area would Segment B would cause changes in change depending on the would Visual and aesthetic qualities land use and would perspective of the viewer. The unavoidably vary throughout the proposed introduce new elements proposed roadway would be a change as a SH 99 Segment B study area. into the viewshed. The new facility that would include consequence of Much of the study area is visual character of the safety lighting and possibly land uses

sses human environment effects. effects. environment human sses currently undeveloped areas in which new elevated overpasses. To the changes. agricultural land with some development occurs may extent possible, the proposed Individual wooded areas near streams. be affected. New SH 99 Segment B would be developments The developed areas generally structures and increased designed to create an would be support residential and ambient light conditions, aesthetically and visually responsible for commercial land uses. noise, and human activity

VisualAesthetic and Qualities pleasing facility for both the aesthetic levels would be expected roadway users and roadway character of in developed areas. The issueswere evaluated.)below listed viewers. structures and Social (Communities/Quality of Life) of Life) (Communities/Quality Social facilities constructed within the developments. (Social resources/issues encompa No. The Depending on the selected Induced development may presence or preferred alternative, sidewalks incorporate pedestrian and absence of and/or bikeways could be bicycle facilities in newly pedestrian and As shown in Exhibit 3-6, some Pedestrian constructed within the ROW constructed residential bicycle facilities existing pedestrian and bicycle and and parallel to frontage lanes. neighborhoods and would not facilities are parallel or Bicycle Pedestrians and cyclists would possibly commercial materially affect adjacent to the proposed SH Facilities benefit by having a continuous areas, thereby providing mobility or travel 99 Segment B. route for travel across the pedestrians and cyclists within the proposed SH 99 Segment B with a network of trails proposed SH 99 study area. and pathways for travel. Segment B study area. A majority fo the proposed SH Approximately 61 to 229 The proposed SH 99 Yes. Noise will 99 Segment B would be built residences, depending on the Segment B would not evaluated as an Noise on new location, which is alternative, would be impacted indirectly affect noise impact to Social currently rural and/or by traffic noise. impacts. Resources. undeveloped.

Cumulative Effects Analysis 6-7 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Resource/ Further Study Current Health of Resource Direct Impacts Indirect Impacts Issue Necessary? Improving: The HGB Area is currently classified as a “severe” non-attainment area for ozone with an attainment According to studies conducted date of June 15, 2019. Texas by H-GAC and TCEQ and has made substantial progress based on ambient air monitors over the past 15 years in managed by TCEQ and addressing ozone in the HGB approved by EPA, the 1-hour area. The 1-hour ozone rules, and 8-hour ozone design values which will not be fully for the HGB area from 1991 to implemented until 2008, have 2005 have decreased over the already decreased the ozone past 15 years. The 2005 1-hour design value from around 220 design value was 169 ppb, Any new transportation parts per billion (ppb) in 1991 representing a 23 percent projects proposed in the to 169 ppb in 2005. TCEQ Houston metropolitan decrease from the value for Yes analysis predicts an over 80 area would be required to 1991 (220 ppb). The 2005 8- percent reduction in hour design value was 103 ppb, be analyzed and added to

Air Quality exceedances of the 8-hour a conforming plan prior to CO and Ozone a 13 percent decrease from the ozone standard within the 1991 value of 119 ppb. These construction. HGB area from 2000 to 2009. decreases occurred despite a 36 These decreases are expected percent increase in area to continue despite a rapid population. growth in the area’s economy and population. The proposed SH 99 Segment B is included in the H-GAC The Houston-Galveston Area 2035 RTP Update and 2011- is currently in attainment for 2014 TIP. CO. The Houston-Galveston Area is currently in attainment for all NAAQS, except ozone. Decreasing: Mobile Source Emissions are decreasing through 2035. Results of MSAT modeling were found The analysis indicates that to be substantially lower in the The analysis indicates a 40 forecasted 2035 total future (year 2035) compared percent decrease in MSAT MSAT emissions, under to the year 2009. MSAT will emissions between the 2009 the proposed SH 99 Yes continue to improve over time and 2019 interim Build Segment B would be 8

Air Quality due to dramatic improvements conditions. percent lower than for the in vehicle technology and 2009 base year. fuels and traffic flow Mobile Source Air Toxics Toxics Air Source Mobile improvements realized over time.

Cumulative Effects Analysis 6-8 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Resource/ Further Study Current Health of Resource Direct Impacts Indirect Impacts Issue Necessary? Changing: Water quality has been impacted in Brazoria and Galveston counties primarily because of agricultural The proposed SH 99 practices, oil and gas Segment B would induce production, and the conversion During construction, exposed development in the of undeveloped land to an soil could runoff into streams general area of the seven Yes. Water urban environment. and increase turbidity and Alternative Alignments quality is carried sediment loading downstream. ranging from 5 to 20 forward for Water Dickinson Bayou above tidal, Use of BMPs and the percent. The indirect further Quality Bordens Gully, and Chigger Creek are on the TCEQ’s 2008 incorporation of detention effect of development consideration in Texas Water Quality facilities would minimize would be an increase in the cumulative Inventory and 303(d) list, impacts to water quality during impermeable cover that effects analysis. indicating that they do not and after construction. could increase pollutants meet water quality standards. entering receiving waters Elevated bacteria levels with storm water flows. constitute the primary water quality concern for these stream segments. Induced development that may occur within floodplains would be Changing: Development has constructed in accordance caused encroachment on the Direct impacts to floodplains with federal and local Yes. Floodplains floodplain. Development in from ROW acquisition would regulations. Storm water are carried floodplains is required to range from approximately 112 detention facilities and forward for adhere to applicable to 338 acres, depending on the hydraulic features would Floodplain further regulations and guidelines, alternative alignment selected. offset increases in flows consideration in and impacts are typically The proposed SH 99 Segment due to the addition of the cumulative offset with mitigation such as B would not raise base impermeable cover. effects analysis. drainage modifications and floodplain elevations. Indirect impacts from detention facilities. development would not be expected to raise 100- year floodplain elevations. The proposed SH 99 Segment B would induce additional Direct impacts to wetlands development within the Declining. The number of from ROW acquisition and AOI ranging from 5 to 20 Yes. Wetlands wetlands have declined over roadway construction would percent. The indirect and waters of the Wetlands/ time. Changes in land use to range from approximately 6 to effect of the induced U.S. are carried Waters of agricultural production, 45 acres, depending on the development would be the forward for the United residential and commercial alternative. Numerous waters of loss of additional acres of further States development, and other the U.S. would be impacted wetlands and impacts to consideration in (U.S.) developed uses are the through the construction of waters of the U.S. the cumulative primary reason for the decline bridges and culverts where the Compensatory mitigation effects analysis. in wetlands. proposed roadway intersects required as part of these waters. USACE permitting would offset the loss of jurisdictional wetlands.

Cumulative Effects Analysis 6-9 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Resource/ Current Health of Direct Impacts Indirect Impacts Further Study Necessary? Issue Resource The proposed SH 99 Segment B would induce additional development within the AOI ranging from 5 to Changing: Changes in Direct impact to natural 20 percent. The indirect land use to residential, vegetation from ROW effect of induced commercial, industrial, acquisition and roadway development would be and other developed construction would range the conversion of uses have impacted from approximately 506 to Yes. Vegetation is carried undeveloped areas with vegetation by altering 1,243 acres, depending on forward for further Vegetation natural vegetation to or removing areas of the alternative. Areas consideration in the developed conditions, natural vegetation and within the ROW not paved cumulative effects analysis. thereby reducing the replacing them with for travel lanes would acreage of natural structures, impervious likely be vegetated with vegetation cover, and ornamental herbaceous species that are communities. landscape plantings. routinely maintained. Developed areas would likely contain maintained landscaping and ornamental plantings. Development would be Changing: Lane use induced by construction changes in the region of the proposed SH 99 No. Wildlife in the AOI is have caused Direct impacts to wildlife Segment B. The typical of wildlife through-out fragmentation and from the proposed SH 99 indirect effect on the region. Displaced wildlife habitat loss, which Segment B would be wildlife would be the would adapt to the altered affects wildlife species displacement and mortality continued removal of conditions or relocate into using the habitat areas as a result of construction vegetation and habitats, Wildlife similar available habitat. that are fragmented or of the roadway. Injury and as well as displacement Individual animals may perish, lost. The majority of mortality could also occur and possible mortality but overall populations of wildlife species because of motor vehicle of some individual wildlife would not be commonly occurring traffic on the constructed animals as areas are adversely affected by the within the AOI also roadway. converted from an proposed SH 99 Segment B. occur throughout undeveloped condition southeast Texas. to developed conditions. Wild and No. No wild and scenic river Scenic Not Applicable Not Applicable Not Applicable resources are present in the Rivers AOI. No. No coastal barrier Coastal Not Applicable Not Applicable Not Applicable resources are present in the Barrier AOI. Essential No. No essential fish habitat is Not Applicable Not Applicable Not Applicable Fish Habitat present in the AOI.

Cumulative Effects Analysis 6-10 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Resource/ Current Health of Direct Impacts Indirect Impacts Further Study Necessary? Issue Resource The seven Alternative No. Threatened and Changing. Threatened Alignments have not been Development induced endangered species are not and endangered investigated for the as an carried forward for further species and species of presence of federally or indirect effect of the consideration. Investigation of concern are listed as State-listed threatened and proposed SH 99 the selected preferred potentially occurring endangered species. Upon Segment B would alternative would be in Brazoria and selection of the preferred convert vegetation and conducted to determine Galveston counties. alternative, investigations habitat areas, including proposed SH 99 Segment B No known critical would be conducted to habitats potentially impacts. The determination of Threatened habitats have been assess the potential used by threatened or impacts to threatened or and designated in the presence of threatened or endangered species, to endangered species from other Endangered proposed SH 99 endangered species, and developed conditions. developments occurring Species Segment B study area. determine the impact of the Developers would be indirectly or cumulatively Vegetation proposed SH 99 Segment responsible for within the AOI would be the communities and B on such species assessing potential responsibility of the individual habitats potentially occurring within the impacts to listed development sponsors. If supporting sensitive preferred alternative ROW. sensitive species and detailed investigations of the species would Occurrences of threatened coordinating, as preferred alignment reveal continue to be lost as or endangered species have appropriate, with impacts to threatened and/or land is converted to not been recorded within resource and regulatory endangered species, this developed uses. the proposed SH 99 agencies. resource would be studied Segment B study area. further. TxDOT will consult TxDOT will consult with the THC TxDOT will consult with with the THC regarding regarding any the THC regarding any any potential effect that Cultural potential effect that the potential effect that the Resources: the proposed proposed undertaking proposed undertaking may No. Historic and undertaking may have may have on historic have on historic properties Archeological on historic properties properties and and archeological and archeological archeological resources. resources. resources. The proposed SH 99 Segment B ROWs include properties with currently operating hazardous materials sites and facilities or historical hazardous materials sites No. Hazardous materials is not Hazardous and facilities. If a resource to be considered Not applicable Not Applicable Materials contamination were further in the cumulative confirmed within the effects analysis. ROW, TxDOT would develop appropriate soils and/or groundwater management plans for construction activities within these areas.

Source: SH 99 Segment B Study Team.

Cumulative Effects Analysis 6-11 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6.1 INTRODUCTION The CEQ regulations implementing the NEPA define cumulative effects as: “…the impact on the environment which results from the incremental impact of the action (project) when added to other past, present, and reasonably foreseeable future actions regardless of what agency (Federal or non-Federal) or person undertakes such other actions. Cumulative impacts can result from individually minor but collectively significant actions taking place over a period of time” (40 CFR 1508.7).

Cumulative effects (impacts) include both direct and indirect or induced effects that would result from a project, as well as the effects from other projects (past, present, and reasonably foreseeable future actions) not related to or caused by the proposed action. The cumulative effects analysis considers the magnitude of the cumulative effect on the resource health. Health refers to the general overall condition, stability, or vitality of the resource and the trend of that condition. Laws, regulations, policies, or other factors that may change or sustain the resource trend were considered to determine if more or less stress on the resource is likely in the foreseeable future. Opportunities to mitigate adverse cumulative effects on a stressed resource, or a resource that will continue to be stressed are discussed.

6.1.1 Methodology for Cumulative Impact Analysis To evaluate cumulative effects, an 8-step approach was used based on the TxDOT’s Revised Guidance on Preparing Indirect and Cumulative Impact Analyses, as outlined in Table 6-2 (TxDOT 2006a).

TABLE 6-2 GUIDELINES FOR IDENTIFYING AND ASSESSING CUMULATIVE EFFECTS Step Identification and Assessment Process 1 Identify the resources to consider in the analysis 2 Define the study area for each affected resource 3 Describe the current health and historical context for each resource 4 Identify direct and the indirect impacts that may contribute to a cumulative impact 5 Identify other reasonably foreseeable actions that may affect resources 6 Assess potential cumulative effects to each resource 7 Report the results 8 Assess and discuss mitigation issues for all adverse impacts

Source: TxDOT 2006a.

The eight steps used in this cumulative effects analysis are described below.

Step 1: Identify Resources to Consider The first step in performing the cumulative impact analysis was to identify which resources to consider in the analysis. The cumulative impact analysis should focus only on (1) those resources significantly

Cumulative Effects Analysis 6-12 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South impacted (directly or indirectly) by a project and (2) resources currently in poor or declining health or at risk even if a project impacts are relatively small (less than significant).

Table 6-1 summarizes each resource impact, presents a determination of which resources would be carried forward and evaluated in the cumulative effects analysis, and it identifies why some resources and effects categories were eliminated from the cumulative effects evaluation. Resource categories for which cumulative effects were evaluated include land use, farmland, social (communities/quality of life), noise, air quality, water quality, floodplains, wetlands/waters of the U.S., and vegetation.

Step 2: Define the Study Area for Each Resource The cumulative effects analysis considered both geographic and temporal study limits where applicable. A Resource Study Area (RSA) was defined for each resource and is discussed in the subsection for each resource. The RSAs were used for characterization of the health condition and trend for each resource and to determine the potential cumulative effects on a resource when quantitative information was not available. Cumulative effects were determined considering the potential cumulative effect on the health and trend on the resource within the RSA.

Step 3: Describe the Current Status/Viability and Historical Context for Each Resource The historical context and health of each resource is described and presented in each resource subsection. This information is important to establish the baseline condition and trend the resource is experiencing to be able to estimate the magnitude of the effect on the resource. The historical context is first described to provide an explanation of the factors that have caused the current health of the resource. Past actions are the general or specific projects, activities, and patterns in the area that have cumulatively caused the current status, health, vitality, and trend of the resources in each resource section. As previously mentioned, health refers to the general overall condition, stability, or vitality of the resource and the trend of that condition. Where possible, a quantitative assessment of the current health condition and the trend it is experiencing was provided; however, for many resources, quantitative data were not available to document the current health or trend of the resource. For these resources, a qualitative discussion of the resource health and trend is presented, and the types of actions that have caused or influenced resource health and trends are discussed.

Step 4: Identify the Direct and Indirect Impacts of the Proposed SH 99 Segment B This step identifies the direct and indirect effects that could result from the proposed SH 99 Segment B that may contribute to a cumulative effect when added to non-project related effects. Direct and indirect impacts are defined by CEQ regulations (40 CFR 1508.8) as follows: “Direct impacts are caused by the

Cumulative Effects Analysis 6-13 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South action and occur at the same time and place,” whereas, “Indirect (secondary) impacts are caused by the action and are later in time and farther removed in distance, but are still reasonably foreseeable. Indirect impacts may include growth inducing effects and other effects related to induced changes in the pattern of land use, population density or growth rate and related effects on air and water and other natural systems, including ecosystems” (40 CFR 1508.8). A summary of the direct and indirect effects is presented for each resource.

Step 5: Identify Other Reasonably Foreseeable Effects A cumulative and indirect effects analysis requires consideration of past, present, and reasonably foreseeable future actions. The approach used for this cumulative effects analysis included an assessment of past, present, and future actions with the purpose of characterizing the types of actions that are representative of past, present, and future development in the RSA. This provides a context for the types of development projects that have caused the current health of the land and other resources and the trends the resources are experiencing. It also provides insight as to the effect of development on future resource stress and future trends.

The year 1975 was selected as the baseline year for the cumulative effects analysis. Quantification of individual past actions was not performed, and past actions were considered collectively as the development that had occurred as of 1975. Present actions are considered to be the development that has occurred between 1995 and 2004. Present land use (year 2004) is shown in Exhibit 3-2 and Exhibit 5-3. The change in the development area was determined by comparing the development shown on 1975 aerial photography to that in 1995 and 2004. Reasonably foreseeable future actions included current and planned land development projects and planned transportation projects included in the 2035 RTP.

Step 6: Identify and Assess Cumulative Impacts Quantitative assessment of the cumulative effects on resource health and trends in the RSA was the goal of the cumulative effects analysis. However, where incomplete or unavailable information precluded a quantitative assessment of all resources, a qualitative assessment of the cumulative effect on each resource was performed. The cumulative effects analysis considered the direct and indirect effects of the proposed SH 99 Segment B, together with the effects of past, present, and reasonably foreseeable future projects. The magnitude of the cumulative effect was determined by comparing the effect to the health and trend of the affected resource.

Cumulative Effects Analysis 6-14 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Step 7: Report the Results The results of the cumulative effects analysis are reported herein. Direct effects are found in Section 4, and indirect effects were reported in Section 5. Both are summarized in this section as they are included in the cumulative effects analysis. The assumptions and methods used are described in each resource section.

Step 8: Assess the Need for Mitigation Opportunities for mitigation of adverse effects are discussed for each resource. These are not meant to be mitigation measures that TxDOT would or has the authority to implement. Rather, they are intended to disclose steps or actions that could be undertaken by local, State, and federal agencies and organizations to minimize the potential cumulative effect on each resource health and trend.

6.1.2 Land Use 6.1.2.1 Resource Study Area The RSA for land use is the same as the AOI described in Section 3.1 and shown on Exhibit 3-1. The RSA is the area defined by the Expert Work Group containing nine RAZs that were used for population and employment growth forecasts. The RSA encompasses approximately 354,560 acres (approximately 554 square miles) in the south/southeast Houston metropolitan area and includes the communities of Alvin, Bonney, Brookside Village, Friendswood, Hillcrest Village, Iowa Colony, League City, Manvel, and Santa Fe. The temporal boundary for land use is from 1975 to 2035.

6.1.2.2 Summary of Current Health and Historical Context During the 1970s, approximately 80,000 new residents were added to the CMSA population annually. Brazoria and Galveston counties were experiencing an average population growth of over 4.5 percent per year during the decade. Suburban development was generally concentrated near the boundary of Harris County. Typical suburbanization of the Houston metropolitan area in the 1970s led to the “leap frog” nature of suburban development, with new “master-planned” communities developing farther away from Houston employment centers such as downtown, the Galleria area, Plaza, and the Medical Center. Because of the fragmented land ownership of northern Brazoria and Galveston counties and the lack of highway access, suburban development in this area was not as prominent during the 1970s as in later years.

Houston’s economic base changed in the mid 1980s, which in turn slowed population and employment growth in suburban areas. The recovery of the economy in the early 1990s stimulated population and employment growth within suburban areas, thereby affecting development patterns. Suburban

Cumulative Effects Analysis 6-15 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South development of the 1990s was fueled by the increase in employment growth outside of traditional Houston employment centers, the exhaustion of large parcels of land closer to central Houston for the development of master planned communities, and the improvement of transportation infrastructure. By the latter part of the 1990s, several new subdivisions had been started in the RSA, including Silver Lakes, West Oaks, Oakbrook, The Forest, Claremont Park, and Eagle Lakes. In total, 68 new major subdivisions were initiated in northern Brazoria and Galveston counties.

In the five-year period from 2000 to 2005, the Houston economy slowed due to a decrease in energy prices; however, the non-energy related economy continued to thrive and overall employment grew by 2 percent. Even with a weak economy, the Houston metropolitan area experienced an increase in housing demand. This increased demand is thought to coincide with a national trend of low interest rates that kept housing affordability at record levels, but as interest rates begin to climb, this suburban building trend is expected to decrease.

Aerial photographs from the U.S. Department of Agriculture were reviewed for a general assessment of development within the RSA (USDA 1974, 1976). At that time, SH 288 was under construction, and residential and commercial development was concentrated around existing communities such as Alvin, Brookside Village, Friendswood, League City, Manvel, Pearland, and Santa Fe. Some low-density residential areas were interspersed throughout the RSA; however, the majority of the central and southern portions were undeveloped land. USGS (1995) and H-GAC (2008d) aerial photographs of the RSA were also reviewed to estimate the extent of development between this period. In 1995, approximately 14 percent of the RSA was developed. The remaining approximately 86 percent was undeveloped or agricultural land. By 2008, approximately 25 percent of the RSA was developed and the remaining approximately 75 percent was undeveloped/agricultural. Residential and commercial development was prominent in the northern portion of the RSA in and around established communities. Development also occurred along portions of SH 288 and SH 6.

Housing and associated commercial development within the RSA are expected to continue in response to the demand created by increasing population and employment in the region. Planned residential/commercial developments are shown on Table 6-3. Areas of undeveloped land in the RSA will likely convert to residential and commercial use over time. Residential and commercial growth is also expected along major transportation facilities within the RSA such as SH 288, SH 6, FM 517, and IH 45 South. Projections from H-GAC, the Expert Work Group, and the 2009 development survey indicate that approximately 72 percent of the RSA would be developed by 2035 if the proposed SH 99 Segment B is

Cumulative Effects Analysis 6-16 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South not built, and that from 74 to 81 percent of the RSA would develop if the proposed SH 99 Segment B is constructed.

TABLE 6-3 LAND DEVELOPMENT PROJECTS IN THE RSA Land Developments Project Project Project Status2 RSA Affected in the RSA Location Type Acreage1 Single-family Near IH 45 residential development Land Use, Social, Bay Colony South and 664 acres E/IP with some commercial and Water Quality FM 646 development Single-family Near IH 45 residential development Land Use, Social, Bay Colony West South and 338 acres E/IP with some commercial and Water Quality FM 646 development FM 517 to 2.1 Single-family miles north residential development 1,705 Land Use, Social, Duncan PUD (adjacent to E/IP with community and acres and Water Quality and west of commercial facilities Prairie Estates) Single-family FM 517 to the residential, commercial, 2,051 Land Use, Social, Lloyd PUD American IP light industrial and acres and Water Quality Canal public uses The majority FM 517 to the designated as single- American family residential. Canal Other future uses Land Use, Social, McAlister PUD 838 acres IP (between the include public, light and Water Quality Lloyd PUD industrial, commercial, properties) and multi-family residential Single-family East of IH 45 residential, commercial, Land Use, Social, Victory Lakes PUD South near 542 acres IP public, and and Water Quality FM 646 commercial Located between BNSF RR and SH 35, Residential Land Use, Social, Kendall Lakes 600 acres E/IP on the north development and Water Quality side of the City of Alvin Located adjacent to CR Residential Land Use, Social, Morgan’s Point 144, adjacent 293 acres IP/P development and Water Quality to Pine Colony subdivision Located at Planned mixed use, including: single- Land Use, Social, Presidio at Manvel SH 6 and 394 acres P family residential, and Water Quality SH 288 commercial, civic, etc

Cumulative Effects Analysis 6-17 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Land Developments Project Project Project Status2 RSA Affected in the RSA Location Type Acreage1 South of SH 6, Mixed residential, 1,498 Land Use, Social, Seven Oaks Ranch east of SH 288 civic, open space and P acres and Water Quality at CR 56 commercial 2.3 miles west of SH 288, 1.6 Residential 1,425 Land Use, and Lakes of Savannah IP mile east of development acres Water Quality FM 521 East of SH 288 Residential Land Use, Social, Magnolia Bend 115 acres P and South of Development and Water Quality CR 63 East of Residential SH 288, 1 mile Land Use, Social, Palm Crest development (Custom 165 acres IP north of and Water Quality Home Builders) FM 1462 East of SH 288, Residential 2,782 Silverlake E/IP Water Quality divided by development acres FM 518 West of SH 288, on Residential Land Use, Social, Rodeo Palms 600 acres E/IP Rodeo Palms development and Water Quality Parkway

Notes: 1Acreages of land development projects are approximations. 2E=Existing, P=Planned, IP=In Progress. PUD=Planned Unit Development. RSA=Resource Study Area. Source: SH 99 Segment B Study Team.

Much of the land use is primarily flat pastureland used for farming and grazing. Approximately 163,000 acres (46 percent) of the RSA is cultivated farmland. Historically, much of it has been used for farming. In 2002, the total amount of agricultural land in the AOI was 230,500 acres, approximately 65 percent. Early development has been in the form of large-lot residential areas scattered throughout the RSA. The development that has occurred since 2002 has encroached primarily into available grassland.

6.1.2.3 Summary of Direct Effects Transportation facilities are only one factor in creating favorable land development conditions. Other requisites for land development opportunities include the demand for new development, favorable local and regional economic conditions, adequate utilities, and supportive local land development regulations and policies. Development effects, both beneficial and adverse, would continue under the No-Build Alternative regardless of when or if the proposed SH 99 Segment B is constructed. The seven Alternative Alignments would generally require the acquisition of approximately 803 to 1,366 acres of new ROW and result in an estimated 11 to 187 displacements, depending on the alternative. The 2008 H-GAC land cover data shows that 163,202 acres (46 percent) of the RSA is cultivated, while 66,650 acres (19 percent) is

Cumulative Effects Analysis 6-18 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South developed with higher and lower density development. Prime and statewide important farmland soils exist in the RSA and would be impacted by all seven Alternative Alignments. The acres total of prime and statewide important farmland soils impacted range from approximately 787 acres to 1,183 acres. Details on the impact of each alternative on these soils can be found in Section 4.2. The seven Alternative Alignments would have less than one-half of one percent total impact on the 354,588 acres of agriculture land in the RSA.

6.1.2.4 Summary of Indirect Effects Residential development, particularly in the communities in the northern and eastern portions of the RSA, has been occurring at a relatively rapid pace and is expected to continue to accommodate the housing needs of residents moving into the area. Residential development typically involves the construction of a large number of homes and the infrastructure necessary to support the development. Commercial developments such as restaurants, retail, and convenience stores are often associated with areas of residential construction. Retail and institutional construction generally follows residential development. Office and industrial construction usually requires that residential and retail development be in place before it is economically feasible. Consequently, there is typically a time lag between residential development and office/industrial growth. However, some retail/industrial development may be generated with or without residential expansion.

Land use changes would occur as an indirect effect of the proposed SH 99 Segment B. Residential and commercial properties would be displaced by ROW acquisition, and displaced owners may relocate within the RSA, possibly in areas that are currently undeveloped. Induced development would result in a direct loss of some soils, including prime farmland soils, because of soils being removed from construction sites. In addition, indirect impacts to geological and soil resources are expected from potential new construction sites adjacent to the proposed roadway in areas where the Build Alternatives intersect with major thoroughfares. Mercantile establishments or other commercial building sites along the new corridor could result in some indirect impacts to these resources, although these impacts are expected to be minimal since the Build Alternative is proposed to be a controlled access facility. The development induced by the proposed SH 99 Segment B would primarily occur on undeveloped agriculture land. Because the proposed SH 99 Segment B is a controlled access facility, land use changes would be more likely in areas where intersections are created by the proposed facility and major roadways, such as SH 288, SH 35, SH 6, FM 1462, FM 517, FM 528, FM 646, and IH 45 South, where direct access would be available. It is estimated that additional development from approximately 8,300 (5 percent) to 33,100 acres (20 percent) could occur in the RSA for the seven Alternative Alignments, depending on the alternative, compared to the No-Build Alternative. Urban designation of the area could

Cumulative Effects Analysis 6-19 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South increase land values, which could make farming less profitable. Cumulative impacts on farmlands are expected as farmlands are sold for the proposed SH 99 Segment B and other projected development in the RSA.

6.1.2.5 Other Reasonably Foreseeable Effects As discussed in Section 3.1, there are several existing and proposed residential developments within the RSA. Land use changes to support residential and commercial development are expected to continue in response to increases in regional population and employment. Regional land use change within the RSA as forecasted by the Expert Work Group suggests that development activities to accommodate projected population and employment growth would represent a continuation of the growth already being experienced in the RSA. This projected growth is expected to have a greater influence on the densities of development in areas that are already experiencing growth rather than on the amount of acreage consumed for development.

Sections of entire transportation projects included in the 2035 RTP that transverse the RSA are shown in Table 6-4. Projects listed in Table 6-4 were identified as reasonably foreseeable transportation projects because they were either listed in the 2011-2014 TIP or listed by the H-GAC as a short-term project. In the vicinity of proposed transportation projects, improved mobility may facilitate continued growth. Similarly, planned flood control improvements such as channel modifications and detention construction would reduce potential flood risks in certain areas, which may facilitate continued development. Direct and indirect impacts of other projects unrelated to the proposed SH 99 Segment B would be expected to affect land use within the RSA as additional land is consumed for residential, commercial, transportation, and other uses.

TABLE 6-4 PROPOSED TRANSPORTATION PROJECTS IN THE RSA Proposed Project Project Project Limits Project Description Construction RSA Affected Name Acreage1 Let Date FM 2403 to Widen to 4-lane divided SH 35 75.6 9/1/2011 Land Use FM 523 curb and gutter Land Use, Beltway 8 to BS 4-lane tollway on new SH 35 203.6 12/1/2015 Social, and 35 North location Water Quality FM 646 to Land Use, FM 517 Brazoria County Widen to 4-lane divided 35.2 9/1/2012 Social, and Line Water Quality FM 517 to Land Use, Widening 2 to 4 lanes, 3/1/2010 FM 646 FM 1764 24.2 Social, and divided roadway Water Quality

Cumulative Effects Analysis 6-20 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Proposed Project Project Project Limits Project Description Construction RSA Affected Name Acreage1 Let Date Land Use, SH 288 to New SH Widen 6 to 8 lanes SH 6 40.7 1/1/2023 Social, and 35 Water Quality Land Use, SH 288 to Widen to 4 lanes 1/1/2010 CR 58 16.4 Social, and FM 1128 Water Quality Land Use, Develop 4-lane roadway CR 58 SH 288 to CR 48 25.7 9/1/2010 Social, and with pedestrian trail Water Quality Land Use, Widen to 4 lanes with a CR 59 SH 288 to CR 48 8.6 1/1/2018 Social, and bridge Water Quality Primarily Land Use, Beltway 8 to Construct 4 toll lanes, within SH 288 4/1/2025 Social, and SH 6 interchanges existing Water Quality ROW

500’ N of Land Use, Woodfin Construct 4 lanes, Broadway to 32.5 1/1/2020 Social, and Road divided roadway Southfork Dr. Water Quality

Reconstruct and widen Land Use, Fort Bend County FM 2234 to 4 lanes, divided 11.1 6/1/2010 Social, and Line to SH 288 roadway with medians Water Quality

Smith Land Use, Hughes Ranch Widen to 4 lanes, Ranch 3.6 1/1/2015 Social, and Road to Broadway divided roadway Road Water Quality

Land Use, Widen to 4 lanes with CR 403 CR 94 to FM 865 10.1 9/1/2019 Social, and median and shoulders Water Quality

South of Harris Land Use, Widen to 4 lanes, CR 865 County Line to FM 7.6 2/1/2009 Social, and divided roadway 518 Water Quality

Land Use, Oday Brookside Road to Widen to 4 lanes, 9.0 2/1/2009 Social, and Road Broadway divided roadway Water Quality

Land Use, Mykawa Beltway 8 to FM Widen to 4 lanes with 6.9 5/1/2021 Social, and Road 518 medians Water Quality

Cumulative Effects Analysis 6-21 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Proposed Project Project Project Limits Project Description Construction RSA Affected Name Acreage1 Let Date Old Bailey Road to Land Use, Chocolate Widen to 4 lanes, Massey Ranch 8.7 1/1/2020 Social, and Bayou divided roadway Road Water Quality Road

Magnolia Land Use, Magnolia Construct 4 lanes, to CR 89 at 38.3 7/1/2009 Social, and Road divided roadway Southfork Road Water Quality

Land Use, Harkey Broadway to Widen to 4 lanes, 9.6 1/1/2017 Social, and Road Bailey divided roadway Water Quality

Widen to 4 lanes, Land Use, Bailey FM 1128 to divided roadway with 11.9 7/1/2010 Social, and Road Veterans Dr. medians Water Quality

Bailey Road to Land Use, Veterans Widen to 4 lanes, Hastings Cannon 9.6 1/1/2020 Social, and Drive divided roadway Road Water Quality

Dixie Land Use, SH 35 to 1,500 ft Farm Widen to 4 lanes 8.9 1/1/2020 Social, and South of FM 518 Road Water Quality

Land Use, Social, Pearland South of Oiler Dr. Construct 4-lane divided 37.5 1/1/2014 and Water Parkway to FM 2351 roadway Quality SH 35 to Reconstruct 4-lane Land Use, Social, FM 2351 Galveston County roadway, with new 29.5 4/1/2014 and Water Line sections Quality Brittany Land Use, Social, FM 2351 to Construct 4-lane Bay 27.0 4/1/2014 and Water FM 528 roadway Boulevard Quality Land Use, Social, Maple Construct 4-lane divided FM 518 to FM 517 62.8 1/1/2018 and Water Leaf Dr. roadway Quality

League City Land Use, Bay Area Construct 4-lane divided Parkway to 44.0 1/1/2015 Social, and Boulevard roadway FM 517 Water Quality

Cumulative Effects Analysis 6-22 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Proposed Project Project Project Limits Project Description Construction RSA Affected Name Acreage1 Let Date

Land Use, Masters Construct 2-lane rural SH 6 to FM 2004 41.3 1/1/2018 Social, and Road roadway with shoulders Water Quality

Reconstruct and widen, existing Land Use, 2-lane rural with CR 185 SH 6 to SH 35 43.9 1/1/2015 Social, and shoulders and new Water Quality location 2-lane rural section

Chocolate Bayou Construct new Land Use, CR 63 West Fork to 2-lane rural section with 41.3 1/1/2018 Social, and CR 185 shoulders Water Quality Land Use, CR 48 CR 894 to SH 6 Widen to 4 lanes 13.0 9/1/2010 Social, and Water Quality Land Use, CR 48 FM 518 to CR 894 Widen to 4 lanes 9.6 9/1/10 Social, and Water Quality

North of FM 517 Widen to 8 lanes IH 45 Social, and Water to North of (includes mainlanes and 45.6 9/1/2016 South Quality FM 518 two frontage road lanes)

Widen to 8 lanes Land Use, IH 45 North of FM 1764 (includes mainlanes and 9.2 9/1/2017 Social, and South to FM 517 two frontage road lanes) Water Quality

Construct 4-lane tollway SH 99 Land Use, SH 288 to Fort with limited 2-lane Segment 406 7/1/2010 Social, and Bend County Line frontage roads at C-3 Water Quality interchanges

Notes: 1Project acreages were based on length, location, and necessary ROW needed for proposed projects. The following ROW width assumptions were made but are not definitive: 80-foot ROW for a two-lane rural facility; 120-foot ROW for a four-lane rural/urban facility; 150-foot ROW for a six-lane rural facility; and 400-foot ROW for an eight-lane freeway section. Projects were included in the 2035 RTP. Reasonably foreseeable projects were identified in the RSA boundaries for Land Use, Water Quality, and Social Resources. PUD = Planned Unit Development; RSA = Resource Study Area; ROW = right-of-way. Source: SH 99 Segment B Study Team.

6.1.2.6 Results of Cumulative Effects Analysis Cumulatively, the proposed SH 99 Segment B would cause some indirect changes to land use, and the seven Alternative Alignments would directly convert between approximately 803 and 1,366 acres of land to roadway ROW. In the near term, land use changes would be expected in the vicinity of major roadways

Cumulative Effects Analysis 6-23 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South and in areas currently experiencing growth. The resulting land use changes would be the potential redevelopment of existing developed areas and the conversion of vacant land areas to developed conditions, especially in the southern portion of the RSA where there is more undeveloped/agricultural land.

Some land use changes would occur as a result of the proposed roadway projects listed in the RSA. Residential and commercial displacements are expected, primarily in areas of the approximately 1,410 additional acres of ROW acquisition associated with the programmed roadway projects listed in Table 6-4. Properties adjacent to acquired ROW may change use from a currently undeveloped condition or from a lower density development to a higher density development. Developed conditions would be likely to occur in areas where intersections are created by the proposed SH 99 Segment B at an existing or proposed major roadway.

It is expected that approximately 165,600 acres of land in the RSA would be developed between 2008 and 2035 without the construction of the proposed SH 99 Segment B. The land use impact associated with development induced by the proposed SH 99 Segment B could range from approximately 8,300 acres to 33,100 acres for the northern and southern alternatives, respectively. Included in the 165,600 acres of projected development is the approximately 14,000 acres of projects currently planned shown in Table 6- 3. Development induced by the proposed SH 99 Segment B could increase the approximately 165,600 acres of projected development to nearly 200,000 acres of new development in the RSA by 2035, increasing the developed acreage of the RSA by 56.4 percent. Adding the 89,400 acres of existing development in the RSA as of 2008 with the 165,600 acres of anticipated new development by 2035, and adding to that the 33,100 acres of potential induced development, the total area of the RSA that could be developed by 2035 if the proposed SH 99 Segment B were constructed could be approximately 288,100 acres, or 81 percent of the RSA.

6.1.2.7 Mitigation Opportunities Large areas of undeveloped land occur within the central and southern portions of the RSA, and many of these areas are in active agricultural production or used as livestock pasture. Because contiguous areas of undeveloped land are available to meet the demand for land resources, the southward expansion of residential, commercial, and other development in the RSA is likely to continue. An increase in land value due to proximity to development may provide landowners willing to sell or develop their property an opportunity to realize a monetary gain greater than from continuation of farming and/or ranching activities, or as a vacant tract of land. Effective competing opportunities of equivalent or greater value

Cumulative Effects Analysis 6-24 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South offered to landowners to purchase the development rights or to dedicate their property to a use other than development would be needed to deter the continued conversion of undeveloped land to other land uses.

The majority of the projected future development would be in the unincorporated area of Brazoria County where there are few land use controls. Development would be regulated by the subdivision ordinances of the counties and local jurisdictions. Water supply requirements and floodplain regulations would be the primary limitations to the location and density of development.

Private, non-profit organizations dedicated to preserving undeveloped land and/or farmland may be interested in acquiring the development rights to properties in the RSA. Preservation efforts could be implemented through foundations and local subdivision regulations to protect valuable farmland from suburban encroachment.

6.1.3 Air Quality 6.1.3.1 Resource Study Area Evaluating Air Quality in relation to cumulative impacts requires looking at three distinct RSAs, as described below.

 Ozone (O3): The RSA for evaluating the O3 NAAQS was designated as the Houston- Galveston-Brazoria 8-hour ozone nonattainment area, which includes Brazoria, Chambers, Fort Bend, Galveston, Harris, Liberty, Montgomery, Waller counties.  Carbon Monoxide (CO): The RSA for CO was based on the ROW line, which represents the locations with the highest potential for CO concentrations. However, the nature of the proposed SH 99 Segment B does not warrant a Texas Air Quality Analysis. Therefore, CO levels resulting from the proposed SH 99 Segment B would not be expected to exceed the NAAQS for CO and negatively impact air quality in this area.  Mobile Source Air Toxics (MSATs): Unlike the other resources evaluated, air quality impacts from MSATs have been evaluated quantitatively in the proposed SH 99 Segment B by TxDOT and FHWA. MSATs are regulated by the EPA on a national basis through requirements for fuels and vehicle technology. The MSAT RSA qualitatively evaluated emission changes based upon the proposed SH 99 Segment B. The roads used for the MSAT traffic analysis includes all major roadways potentially affected by SH 99 Segment B. The analysis considers the on-road sources for acetaldehyde, acrolein, benzene, 1,3-butadiene, DPM, and formaldehyde, and it is based on future volumes of traffic that have been projected using a travel model that includes all the roadway links within the total travel study area (Exhibit 6-1). The model area was derived from the 2035 No-Build scenario compared to the 2035 Build scenario to determine which roadway

Cumulative Effects Analysis 6-25 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

links in the model achieved a + 5 percent volume change. These links were then compared to the 2009 model and the 2019 interim year in order to extrapolate a baseline traffic network. The application was adopted as the basis to determine the model area RSA located within the H-GAC MPA.

6.1.3.2 Summary of Current Health and Historic Context The Air Pollution Control Act of 1955 was passed “…to provide research and technical assistance relating to air pollution control.” This law led to all future clean air legislation including the CAA of 1970, which required the EPA to publish the National Ambient Air Quality Standards (NAAQS) for specific pollutants within 120 days of the law being signed. The “criteria pollutants” that were to be regulated were CO, NOx, sulfur oxides, photochemical oxidants, hydrocarbons, and PM. Standards were set for each of the criteria pollutants based on a collection of current research and information with a margin of safety. The CAA was last amended in 1990 and addressed five main areas:

 Air-quality standards,  Motor vehicle emissions and alternative fuels,  Toxic air pollutants,  Acid rain, and  Stratospheric ozone depletion.

The EPA is the lead agency for administering Section 202 of the CAA and has certain responsibilities regarding MSATs (EPA400-F-92-004 [August 1994]). The EPA has issued a Final Rule on controlling emissions of HAPs from mobile sources (66 FR 17229 [March 29, 2001]). The HGB area is currently classified as a severe nonattainment area for the 8-hour ozone NAAQS. Below is a summary regarding the effects and control of MSATs, which is issued under the authority in the CAA:

HAPs refer to a range of compounds that are known or suspected to have serious health or environmental impacts. Motor vehicles are substantial contributors to national emissions of several HAPs, notably benzene, formaldehyde, 1,3-butadiene, acetaldehyde, and DPM and diesel exhaust organic gases.

There are 21 compounds emitted from motor vehicles that are known or suspected to cause cancer or other serious health effects. Various VOCs and metals, as well as DPM and diesel exhaust organic gases are included in the MSAT list. The EPA also examined the mobile source contribution to national inventories from these emissions and the impacts of existing and newly launched mobile source control programs, including the reformulated gasoline program, national low emission vehicle standards, Tier 2 motor vehicle emissions standards and gasoline sulfur control requirements. From the study, the EPA

Cumulative Effects Analysis 6-26 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South proposed heavy duty engine and vehicle standards and on-highway diesel fuel sulfur control requirements. Between 1990 and 2020, the EPA projects these programs will reduce on-highway emissions for benzene, formaldehyde, 1,3-butadine, and acetaldehyde by 67 to 76 percent, and reduce on-highway DPM emissions by 90 percent (EPA 2000).

The EPA establishes limits on atmospheric pollutant concentrations through enactment of the NAAQS for six principal, or criteria, pollutants. The EPA designated eight counties in the Houston-Galveston-Brazoria area as nonattainment for ozone. The region is currently in attainment for all other criteria pollutants. Although there have been year-to-year fluctuations, the ozone trend continues to show improvement. The trend of improving air quality in the region is attributable in part to the effective integration of highway and alternative modes of transportation, cleaner fuels, improved emission control technologies, and H-GAC regional clean air initiatives.

In 1990, the eight-county HGB area was first classified as a nonattainment area according to the CAA. At that time, the CAA also required submission of a SIP revision describing actions to be taken to reduce

NOx and VOC by November 1996. Before this deadline, however, modeling showed uncertainties in the actual impact that NOx reductions would have on ground-level ozone formation. The HGB area was therefore granted a temporary exemption until December 1997 to fulfill its NOx attainment requirements. After the expiration of this temporary exemption, the HGB area was given a new attainment deadline of November 15, 2007.

On July 18, 1997, the final 1997 8-hour ozone standard was published in the FR. The ozone standard became effective on September 16, 1997. Final designations were published in the FR on April 30, 2004, and became effective on June 15, 2004. The HGB area was designated nonattainment. Counties affected under this status are Brazoria, Chambers, Fort Bend, Galveston, Harris, Liberty, Montgomery, and Waller.

The HGB area was previously classified as moderate nonattainment of the 1997 8-hour ozone standard with a maximum attainment date of June 15, 2010. On June 15, 2007, the TCEQ submitted a letter from the Governor of Texas to the EPA requesting that the HGB area be reclassified from a moderate to a severe nonattainment area for the 1997 8-hour ozone standard, with an attainment date as expeditiously as practicable, but no later than June 15, 2019. On August 21, 2007, the TCEQ submitted its recommended timeline to the EPA. On September 18, 2008, the EPA granted the governor’s request to voluntarily reclassify the HGB ozone nonattainment area from a moderate to a severe nonattainment area for the 1997 ozone standard. The effective date of this reclassification is October 31, 2008.

Cumulative Effects Analysis 6-27 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

As previously discussed, TCEQ and other local entities operate air quality monitors in the Houston metropolitan area. The closest monitor to proposed SH 99 Segment B is approximately 8 miles. Monitor data at this location is provided in Table 6-5 and was obtained from the EPA’s national air quality monitor website (www.epa.gov/air/data). Not all monitors sample for the same pollutants, and not all monitors have one year of complete data to compile an annual average for any given pollutant.

TABLE 6-5 LOCAL MONITOR DATA Distance From EPA Monitor ID Location Proposed SH 99 MSATs Monitored (TCEQ ID) Segment B 48-039-1004 Brazoria County, 8 miles N/A (CAMS 84) Manvel 48-167-0053 Galveston County, 13 miles 1,3-Butadiene, Benzene (CAMS 100) Texas City 48-167-0005 Galveston County, 13 miles 1,3-Butadiene, Benzene (CAMS 1022) Texas City

Notes: TCEQ = Texas Commission on Environmental Quality; CAMS = Continuous Air Monitoring Station; MSAT = Mobile Source Air Toxics; N/A = not applicable. Source: SH 99 Segment B Study Team.

The Mayor of Houston organized a task force to help reduce air quality health risks in Houston. The main focus of this task force is to “review and summarize the available evidence on the health risks associated with air pollution in the Houston region, recommend areas of research needed to allow regional leaders to make the best decisions on strategies for reducing pollution, within established legal timetables, and to provide guidance to the City on strategies for reducing health risks.”

As discussed in Section 4.6.2, a quantitative analysis of the total mass of air toxic emissions from the travel study area of the proposed SH 99 Segment B was completed. The travel study area used for the traffic analysis includes all major roadways potentially affected by the proposed SH 99 Segment B. The travel study area boundary is shown in Exhibit 6-1. Total MSAT emissions were estimated to be 23.5 tons/year for the base year (2009) within travel study area for the proposed SH 99 Segment B.

6.1.3.3 Summary of Direct Effects Direct impacts on air quality and MSATs from the proposed SH 99 Segment B are primarily those associated with the increased capacity, accessibility, and the resulting projected increases in VMT. Emission reductions as a result of EPA’s new fuel and vehicle standards are anticipated to offset impacts associated with VMT increases.

County-specific data was used to determine the total MSAT emissions associated with the selected preferred alternative and the No-Build Alternatives. In addition, the base case total mass of MSATs was

Cumulative Effects Analysis 6-28 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South also modeled. The resulting emission inventory for the six priority MSATs was compiled as summarized in Table 6-6 for the base year (2009), the interim year (2019) and the design year (2035). The total mass of emissions is slightly higher with the Build scenario compared to the No-Build scenario.

TABLE 6-6 MSAT EMISSIONS BY BUILD SCENARIO Base No-Build Build No-Build Build Change Change Compound Year Year Year Year Year from Base from Base (2009) (2019) (2019) (2035) (2035) Naphthalene 0.338 0.392 0.413 0.558 65% 0.583 72% Acrolein 0.183 0.146 0.167 0.256 40% 0.277 51% Benzene 8.242 4.957 5.322 9.549 16% 9.914 20% 1,3-Butadiene 1.248 0.730 0.730 1.460 17% 1.613 29% Formaldehyde 4.227 3.285 3.650 5.840 38% 6.205 47% Diesel Particulate Matter 9.223 2.767 3.363 2.533 -73% 2.891 -69% Polycyclic Organic Matter 0.0019 0.0027 0.0028 0.0037 95% 0.0039 105% Total MSAT 23.462 12.280 13.648 20.200 -14% 21.487 -8%

Note: MSAT = mobile source air toxics. Sources: EPA 2011; SH 99 Segment B Study Team.

6.1.3.4 Summary of Indirect Effects Indirect impacts on air quality and MSATs are primarily related to any expected development resulting from the proposed SH 99 Segment B’s increased accessibility or capacity to the area. Any increased air pollutant or MSAT emissions resulting from the potential development of the area must meet regulatory emissions limits established by the TCEQ and EPA as well as obtain appropriate authorization from the TCEQ and therefore are not expected to result in any degradation of air quality or MSAT levels.

Therefore, based on the continued projected growth anticipated in the area, it is expected that the indirect impacts of MSAT emissions would be minor by the design year. Decreases from the base year are substantial even with the associated increase in VMT in the travel study area. Some sensitive receptors do exist but their exposure would decrease from the build year to the design year and beyond.

6.1.3.5 Other Reasonably Foreseeable Effects Because MSAT emissions are largely associated with transportation facilities, it is not anticipated that any other reasonably foreseeable projects would affect the RSA, since all approved transportation improvements within the RSA were accounted for in the model.

6.1.3.6 Results of Cumulative Effects Analysis Any increased air pollutant or MSAT emissions resulting from increased capacity, accessibility, and

Cumulative Effects Analysis 6-29 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South development are projected to be more than offset by emissions reductions from the EPA’s new fuel and vehicle standards or addressed by the EPA and TCEQ’s regulatory emissions limits programs. Projected traffic volumes are expected to result in minimal impacts on air quality, and improved mobility and circulation may benefit air quality. Increases in urbanization would likely have a negative impact on air quality. However planned transportation improvements in the proposed SH 99 Segment B study area as listed in a conforming RTP and TIP, coupled with EPA’s vehicle and fuel regulations fleet turnover, are anticipated to have a cumulatively beneficial impact on air quality.

The cumulative impact on air quality from the proposed SH 99 Segment B and other reasonably foreseeable transportation projects are addressed at the regional level by analyzing the air quality impacts of transportation projects in the 2035 RTP Update and the 2011-2014 TIP. The proposed SH 99 Segment B is included in the H-GAC financially constrained 2035 RTP Update and 2011-2014 TIP. The H-GAC Transportation Policy Council approved the 2011-2014 TIP on June 25, 2010. The proposed SH 99 Segment B is required to be consistent with the updated and amended 2035 RTP and 2011-2014 TIP prior to approval. FHWA/FTA found the fiscally constrained 2035 RTP Update to conform to the SIP on January 25, 2011 and the 2011-2014 TIP to conform on February 1, 2011. When combined, planned transportation improvements, revised EPA fuel and vehicle regulations, and fleet turnover are anticipated to have a cumulatively beneficial impact on air quality.

6.1.3.7 Mitigation Opportunities A variety of federal, State, and local regulatory controls as well as local plans and projects have had a beneficial impact on regional air quality. The CAA, as amended, provides the framework for federal, State, tribal, and local rules and regulations to protect air quality. The CAA required the EPA to establish NAAQS for pollutants considered harmful to public health and the environment. In Texas, the TCEQ has the legal authority to implement, maintain, and enforce the NAAQS. The TCEQ establishes the level of quality to be maintained in the State’s air and to control the quality of the State’s air by preparing and developing a general comprehensive plan. Authorization in the Texas CAA allows the TCEQ to do the following:

 Collect information and develop an inventory of emissions;  Conduct research and investigations;  Prescribe monitoring requirements;  Institute enforcement;  Formulate rules to control and reduce emissions;  Establish air quality control regions;

Cumulative Effects Analysis 6-30 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Encourage cooperation with citizens’ groups and other agencies and political subdivisions of the State as well as with industries and the federal government; and  Establish and operate a system of permits for construction or modification of facilities.

Local governments having some of the same powers as the TCEQ can make recommendations to the commission concerning any action of the TCEQ that may affect their territorial jurisdiction, and they can execute cooperative agreements with the TCEQ or other local governments. In addition, a city or town may enact and enforce ordinances for the control and abatement of air pollution not inconsistent with the provisions of the Texas CAA or the rules or orders of the TCEQ.

The CAA also requires states with areas that fail to meet the NAAQS prescribed for criteria pollutants to develop a SIP. The SIP describes how the state would reduce and maintain air pollution emissions in order to comply with the federal standards. Important components of a SIP include emission inventories, motor vehicle emission budgets, control strategies to reduce emissions, and an attainment demonstration. The TCEQ develops the Texas SIP for submittal to the EPA. One SIP is created for each state, but portions of the plan are specifically written to address each of the non-attainment areas. These regulatory controls, as well as other local transportation and development initiatives implemented throughout the Houston-Galveston-Brazoria area by local governments and other entities provide the framework for growth throughout the area consistent with air quality goals. As part of this framework, all major transportation projects, including the proposed SH 99 Segment B, are evaluated at the regional level by the H-GAC for conformity with the SIP.

The cumulative impact of reasonably foreseeable future growth and urbanization on air quality within this area would be minimized by enforcement of federal and State regulations, including the EPA and TCEQ, which are mandated to ensure that such growth and urbanization would not prevent attainment with the ozone standard or threaten the maintenance of the other air quality standards.

6.1.4 Social This section addresses social impacts, which are community and quality of life issues. The following attributes were reviewed for cumulative impacts:

 Displacements and relocations,  Economic resources,  Communities and public resources,  Noise, and  Visual and aesthetic impacts.

Cumulative Effects Analysis 6-31 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The temporal boundary for social resources is from 1975 to 2035.

6.1.4.1 Resource Study Area The social RSA is the approximate 354,560-acre study area corresponding with the land use RSA. Land use changes discussed in this section, including households and employment changes, use the RSA as defined for the land use section. The boundaries of the land use RSA (i.e., the AOI) are described in Section 3.1 and shown on Exhibit 3-1. The land use RSA contains nine RAZs defined by the Expert Work Group that were used for population and employment growth forecasts. The land use RSA encompasses approximately 354,560 acres in the south/southeast Houston metropolitan area and includes the communities of Alvin, Bonney, Brookside Village, Friendswood, Hillcrest Village, Iowa Colony, League City, Manvel, and Santa Fe (Exhibit 3-1). Economic impacts will be discussed on a regional basis as defined by the HGB CMSA. The HGB CMSA is shown in Exhibit 3-4.

6.1.4.2 Summary of Current Health and Historical Context The proposed SH 99 Segment B intersects a total of 21 Census tracts. The Census tracts in the RSA are shown on Exhibit 4-14. The population within these 21 tracts totals approximately 126,080 with approximately 29.3 percent of the population being classified as minority, including those persons of Hispanic origin. The 1999 median household income within the 21 tract area ranges from a low of $31,495 in Census Tract 6613 in Brazoria County to a high of $97,645 in Census Tract 7204 in Galveston County. Within the 21 tracts, approximately 9.2 percent of the population is below the national poverty threshold.

The social RSA is primarily undeveloped, with a large portion being used for livestock grazing, agricultural production, residential development, and low-density residential located in rural settings. Retail/commercial, business/industrial, and public/institutional land uses are primarily located within the City of Alvin adjacent to Business SH 35 (Gordon Street) and SH 35, along which portions of the Central, Central-South, South-New, and Southern 2 alternatives follow. Business/industrial and/or retail/commercial land use is also directly adjacent to SH 6, FM 646, and IH 45 South near all seven Alternative Alignments. The existing named neighborhoods and subdivisions located in close proximity to the proposed SH 99 Segment B are shown on Exhibit 2-10. Planned land development for residential areas and residential areas recently starting construction in the RSA are discussed in Section 3.1. The cities or communities that occur in the RSA are Texas City, Dickinson, Santa Fe, League City, Friendswood, Hillcrest Village, Alvin, Liverpool, Manvel, Iowa Colony, and Algoa. Most of the RSA is composed of land outside of city limits in Brazoria County.

Cumulative Effects Analysis 6-32 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Section 3.1 and Section 6.1.2 as well as Table 6-3 and Table 6-4 describe reasonably foreseeable land development and transportation projects in the RSA. Large areas of undeveloped land are planned to be developed as residential and master planned communities. Commute times for residents in rural portions of the RSA to retail, service, and employment areas may improve due to the addition of transportation facilities in the area.

Over the past four decades, the populations of Brazoria and Galveston counties, and the Houston-Galveston-Brazoria County CMSA have steadily increased. Between 1990 and 2000 the population in the CMSA, Brazoria County, and Galveston County, increased from 3,711,043; 191,707; and 217,399 to 4,669,571; 241,767; and 250,158, an increase of 25.9, 26.1, and 15.1 percent, respectively. In the cities of Alvin, League City, and Friendswood, between 1990 and 2000, the population has increased from 19,220; 30,159; and 22,818 to 21,413; 45,444; and 29,307, an increase of 11.4, 50.7, and 28.5 percent, respectively. As discussed in Section 3.3, and according to population projections made by the Expert Work Group, the CMSA, Brazoria County, and Galveston County are projected to have population increases of 31.6 percent, 43.2 percent, and 32.5 percent, respectively, between 2007 and 2025. According to the Expert Work Group, approximately 74,005 households were counted in the land use RSA in 2004. The Expert Work Group projects that approximately 125,078 households will be in the RSA by 2025, which is a 69 percent increase in households. (2000 Census)

Population growth (as indicated by an increase in the number of households) and total employment represent the primary demographic and economic indicators for travel demand, which is defined by the number, purpose, and type of trips. Between 2004 and 2025, the number of households and total employment within the RSA, Brazoria and Galveston counties, and the general Houston metropolitan area are predicted to increase substantially. According to H-GAC, the population of the HGB CMSA is projected to increase by approximately 86 percent between the years 2007 and 2025. Employment is projected to increase by approximately 58.1 percent between the years 2004 and 2025 (University of Houston 2003). Population increases and housing and associated commercial development are occurring in response to the demand created by increasing population and employment in the region.

6.1.4.3 Summary of Direct Effects The proposed SH 99 Segment B would displace businesses, residences (single-family), and community and public facilities. The Northern, Northern 2, Central, Central-South, South-New, Southern, and Southern 2 alternatives would require approximately 1,125; 1,029; 1,034; 1,109; 1,182; 1,366; and 803 acres of ROW acquisition, and 64, 63, 16, 11, 22, 24, and 187 displacements, respectively. Property acquisition would change the tax status of the land and cause a loss of property tax revenue for local

Cumulative Effects Analysis 6-33 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South taxing entities, as discussed in Section 4.3.4. Residential and commercial properties that would be displaced due to ROW acquisition may move to other nearby locations, some of which may be currently undeveloped land. Residential properties are available for sale or lease in the area; therefore, an adequate housing supply for displaced residents is available.

The seven Alternative Alignments would be a limited access roadway, likely focusing induced development in the vicinity of entrance/exit ramps and interchanges with major thoroughfares. The proposed SH 99 Segment B would potentially cause a small reduction in tax revenues for taxing entities; however, continued development in the RSA would contribute to an overall increase in property values, which would increase and possibly offset the loss in property tax revenue.

Construction would have direct and indirect beneficial effects on local, regional, and State employment. Direct impacts include those arising from purchases made by the new construction sector. Roadway construction activities would create new job opportunities and income potential in the area in the short-term. Potential loss of jobs could also occur as a result of the relocation of businesses. Although TxDOT will attempt to maintain access to all businesses during construction, loss of customers due to difficult access could result in temporary loss of income to businesses affected by construction. Some minority and/or low-income populations or individuals may be impacted by loss of property or home relocations.

All communities may experience short-term effects due to noise, increased travel time in areas where roadways already exist, and change in access during construction. Some areas would experience direct noise impacts, as discussed in Section 4.7. Minor visual and aesthetic impacts could also impact communities, as discussed in Section 4.19.

A long-term indirect effect of the No-Build Alternative to several neighborhoods or communities and the traveling public would be the increased traffic congestion and reduced area mobility due to increased population and employment in the vicinity of the proposed SH 99 Segment B and the Houston metropolitan area. In addition, without the proposed SH 99 Segment B, already burdened hurricane evacuation routes would not facilitate the movement of residents in communities in Galveston and Brazoria counties during emergency evacuations.

6.1.4.4 Summary of Indirect Effects Based on the 2009 development survey, the northern alternatives would be expected to result in approximately 5 percent additional development within the land use RSA, or approximately 8,300 acres. The central and southern alternatives would be expected to result in approximately 20 percent additional

Cumulative Effects Analysis 6-34 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South development within the land use RSA, or approximately 33,100 acres. Based on current growth trends, approximately 255,000 acres are projected to be developed by 2035 under the No-Build Alterative. Therefore, within the land use RSA, if a northern alternative is selected, approximately 263,300 acres could be developed by 2035. If a central or southern alternative is selected, approximately 288,100 acres could be developed by 2035 in the land use RSA.

All of the seven Alternative Alignments would bisect existing communities within the RSA, potentially affecting neighborhood and/or community continuity and cohesion. Property values may increase in the area of the selected alternative, as the proposed roadway would provide access to areas that were previously inaccessible, or had only limited access via public roads.

Induced development and potential community change can be perceived as positive or negative. To some, this change is unwanted and development is undesirable, as land is converted to residential and commercial uses, and area populations increase. For others, new development often means new jobs and positive economic benefits. Due to the controlled access of the proposed SH 99 Segment B, the seven Alternative Alignments would provide an impetus for indirect development at or near entrance/exit ramps and at interchanges with major thoroughfares. Residents of low-density communities in rural areas may perceive induced development as a negative impact to quality of life, as land is converted to residential and commercial uses and area populations increase. However, if induced residential development occurs, these communities could see increased property values and more readily available commercial services in closer proximity to their homes, which could be viewed as a positive impact.

The proposed construction expenditures for materials and labor would have indirect and other induced effects on local, regional, and State employment, output, and income. The combined estimated costs for the proposed SH 99 Segment B are discussed in Section 4.4. The indirect effect of the seven Alternative Alignments on the local economy is projected to create between 3,178 and 4,222 jobs, as well as generate between $132 and $175 million in income. The statewide economic effect of construction of the proposed SH 99 Segment B would range between $624 and $829 million (Table 4-16). During construction, the local economy would be positively affected by a temporary increase in spending by construction employees at businesses and restaurants in the vicinity of the proposed SH 99 Segment B. Indirect impacts include those arising from purchases made by the new construction sector. Roadway construction activities would create new job opportunities and income potential in the area in the short-term.

Cumulative Effects Analysis 6-35 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Some jobs may be lost in the short-term as displaced businesses are relocated. In the long-term, new jobs would likely be created as induced development occurs; however, employment would be expected to be influenced by market factors.

A long-term indirect effect of the No-Build Alternative to neighborhoods, communities, and the traveling public would be the continued reduction of mobility in the RSA. Without the proposed SH 99 Segment B, new development associated with increased population and employment in the RSA would cause increased traffic congestion and reduced LOS on existing roadways, likely resulting in increased traffic delays. In addition, without the proposed SH 99 Segment B, already burdened hurricane evacuation routes would not facilitate the movement of residents in communities in Galveston and Brazoria counties during emergency evacuations.

6.1.4.5 Other Reasonably Foreseeable Effects Reasonably foreseeable projects in the social RSA include roadway projects and large master planned communities. As discussed in Section 3.1.2 and Section 6.1.2, there are multiple existing and proposed residential developments within the social RSA and the land use RSA. Land use changes to support residential and commercial development are expected to continue in response to increases in regional population and employment. Regional land use change within the land use RSA as forecasted by the Expert Work Group suggests that projected development would represent a continuation of the growth already being experienced in the land use RSA. This projected growth is expected to have a greater influence on the densities of development in areas that are already experiencing growth rather than on the amount of acreage consumed for development.

Sections of or entire transportation projects included in the 2035 RTP that transverse the social RSA and land use RSA as shown in Table 6-4. Projects listed in Table 6-4 were identified as reasonably foreseeable transportation projects because they were either listed in the 2011-2014 TIP or listed by the H-GAC as a short-term project. In the vicinity of proposed transportation projects improved mobility may facilitate continued growth. Direct and indirect impacts of other projects unrelated to the proposed SH 99 Segment B would be expected to affect land use within the land use RSA as additional land is consumed for residential, commercial, transportation, and other uses.

6.1.4.6 Results of Cumulative Effects Analysis In the social RSA, other sections of major roadway projects are currently underway or planned in response to increased population growth and the need for improved mobility in the region. With each major roadway project there is the potential for displacement and relocation of businesses, single- and

Cumulative Effects Analysis 6-36 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South multi-family residential homes, community resources (including parks, schools, cemeteries, public facilities, police, fire, and EMS facilities, and churches), and other facilities.

It is difficult to predict the exact amount of land acquisition and businesses, single-family and multifamily residential, community resources, and other displacements that would be needed for future roadways or other residential or commercial land development in the RSA.

Four major arterials either under construction or in the planning process were identified in the vicinity of the proposed SH 99 Segment B, including IH 45 South (from Beltway 8 in Harris County to 61st Street in Galveston County), proposed SH 288 improvements (from south of downtown Houston to SH 36 in Freeport), SH 35 improvements (from IH 45 near downtown Houston to SH 288 in Angleton), and the proposed SH 99 Segment C (from US 59 to SH 288). As discussed in Section 4.4, the proposed SH 99 Segment B would result in a loss of property taxes for taxing entities in the proposed SH 99 Segment B study area. The cumulative impact of several large roadway projects occurring in the same time period would potentially cause a small reduction in tax revenues for these taxing entities; however, continued development in the RSA would contribute to an overall increase in property values, which would increase and possibly offset the loss in property tax revenue.

The cumulative impact of displacements for the proposed SH 99 Segment B, IH 45 South, SH 288, SH 35, and SH 99 Segment C would not be expected to adversely affect regional housing and business resources because alternative residential, commercial, and undeveloped land is available and is currently being developed in the RSA. In the short-term, access to some community facilities and resources would be adversely impacted in areas of construction. However, in the long-term, improving transportation facilities in the region would reduce congestion. The cumulative impact of the proposed SH 99 Segment B and other foreseeable transportation projects would be improved mobility for the traveling public and access to community resources.

It would be expected that overall positive cumulative impacts to employment and income would result from construction of the proposed SH 99 Segment B and other roadway projects in the RSA. Roadway construction activities would create job opportunities and income potential in the area during the period of construction. During construction, the local economy would be expected to be indirectly affected by temporary spending by construction employees at retail businesses and restaurants in the vicinity of the proposed SH 99 Segment B. Some potential customers may avoid areas under construction. TxDOT would maintain access to retail businesses and restaurants during construction to help minimize potential adverse economic impacts to area business.

Cumulative Effects Analysis 6-37 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The proposed construction expenditures for materials and labor would have indirect and other induced effects on local, regional, and State employment, output, and income. The combined impacts of the proposed SH 99 Segment B and other proposed roadway projects in the RSA would provide additional capital entering into the local and State economy. The proposed SH 99 Segment B would generate revenue for the construction, operation, and maintenance of this segment and additional proposed segments of the Grand Parkway that would help complete the area’s regional mobility plans. Revenue from tolling the proposed SH 99 Segment B would only be used for the construction, operation, and maintenance of Segment B and additional segments of the Grand Parkway.

Community and public resources in the area include schools, churches, cemeteries, parks, police protection, fire protection, and medical services. In areas of the proposed SH 99 Segment B where rural areas are being developed, it is expected that additional schools, parks, and churches would be constructed to serve new residential areas. Similarly, emergency services (police, fire, and medical) would expand to meet the needs of the public, and the proposed SH 99 Segment B would serve as an additional route to respond in a timely manner to emergencies in the RSA. Emergency service providers (police protection, fire protection, and EMS) would receive notification and accommodations prior to roadway construction or ramp closings. With this information, emergency responders would be able to plan their routes in advance of an emergency situation. In the long-term, implementation of the propsoed SH 99 Segment B would improve area-wide access and mobility in the region.

In already developed areas and areas planned for development, the community and public resources would change over time based on the needs of the public and through the actions of local government and other authorities. The proposed SH 99 Segment B would displace community and/or public facilities, depending on the preferred alternative selected (see Section 4.3.3).

Some designated bikeways are along roadways in the area. TxDOT and other agencies, such as H-GAC and local cities, are considering expanding pedestrian and bicycle facilities along roadways and other features. Additionally, existing and newly constructed neighborhoods may provide new bicycle and pedestrian facilities in the RSA. As areas become more densely populated, pedestrian and bicycle facilities are anticipated to be more widely used and expanded in the future. The proposed SH 99 Segment B would not prevent expanded use or construction of such facilities. The cumulative impact to pedestrian and bicycle facilities could potentially be beneficial.

Transportation improvement projects in the region include highway, road, bridge, or overpass construction, reconstruction, widening, or upgrades to accommodate current and projected growth in the

Cumulative Effects Analysis 6-38 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South area, as discussed in Section 3.1.2 and Section 6.1.2. These transportation projects and studies are some of the actions that federal, State, and local transportation planners are involved in to improve existing and future transportation and public safety in the RSA and the Houston metropolitan area. In addition, emergency evacuation plans in the Houston-Galveston region were modified to include new plans for contraflow lanes. The plan for SH 99 Segment B would help move citizens safely and efficiently out of harm’s way during large-scale and mandatory hurricane evacuations. The cumulative impact of new and improved transportation facilities in the Houston metropolitan area would be improved traffic flow and reduced travel times for the public, communities in the RSA, and emergency vehicles. In the long-term, the No-Build Alternative would result in an increase in future traffic congestion, which would increase travel times for all vehicles and reduce public safety, resulting in impacts to quality of life for communities in the RSA.

Visual and aesthetic impacts are difficult to define because visual and aesthetic impacts are related to personal opinions of views, culture, and identity. Potential direct visual and aesthetic impacts could result from construction of the proposed SH 99 Segment B in the form of bridges, lighting, etc., and indirectly from development in the proposed SH 99 Segment B study area. Elevated portions of the proposed SH 99 Segment B would alter the landscape appearance adjacent to the roadway. Ongoing land development in rural portions of the RSA would change the visual and aesthetic qualities. Major residential and master planned communities, other land use changes, and the proposed SH 99 Segment B would be expected to change the views in the vicinity.

Negative impacts to communities, including minority and low-income populations in the RSA, would not be expected as a result of tolling of the proposed SH 99 Segment B. All users, including minority and low-income individuals and populations, would be able to use existing non-tolled roadways in the proposed SH 99 Segment B study area. Cumulative impacts to low-income and/or minority communities as a result of tolled roadways in the H-GAC region are discussed further below. The proposed SH 99 Segment B would benefit the traveling public, communities, and low-income and minority individuals and populations by improving mobility in the RSA. Additionally, during emergency evacuations, the tolled facility would be available as a free travel route for all persons, including low-income and minority populations. The cumulative impact of new and improved transportation facilities in the Houston metropolitan area would be improved mobility for all populations in the RSA.

6.1.4.7 Mitigation Opportunities TxDOT would maintain access to businesses during construction to help minimize potential adverse economic impacts to area business. Emergency service providers (police protection, fire protection, and

Cumulative Effects Analysis 6-39 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

EMS) would receive notification and accommodations prior to roadway construction or lane closings. With this information, emergency responders would be able to plan their alternate routes in advance of an emergency situation.

A detailed noise analysis for the preferred alternative, including associated abatement measures, would be included in the FEIS. To address construction noise, provisions would be included in the plans and specifications that require the contractor to make every reasonable effort to minimize construction noise through abatement measures such as work-hour controls and proper maintenance of systems.

6.1.5 Water Quality 6.1.5.1 Resource Study Area The RSA for cumulative impacts to water resources was developed by identifying the watersheds that intersect the proposed SH 99 Segment B. The RSA for water resources is approximately 397,700 acres in Brazoria, Galveston, Harris, and Fort Bend counties (Exhibit 6-2). Over the last 15 to 20 years, agencies and local governments have moved toward managing water quality by using the watershed approach (EPA 2005). TCEQ manages the Water Pollution Control Program in Texas. The cumulative effects RSA boundary for water resources was defined by connecting the outer limits of each of the watersheds that intersect the proposed SH 99 Segment B. The watersheds included are Clear Creek, Dickinson Bayou, Mustang Bayou, Austin Bayou, and Chocolate Bayou. The temporal boundary for water quality is from 1975 to 2035.

6.1.5.2 Summary of Current Health and Historical Context Every two years, the TCEQ assesses the quality of its waters in Texas and reports to the EPA the extent to which each water body in the State meets water quality standards. The number of stream miles assessed has increased every year since 1996, leading to an increased number of waters identified as having impaired water quality. In general, over 70 percent of the assessed streams met water quality standards. Chigger Creek, Bordens Gully, and Dickinson Bayou Above Tidal are on the TCEQ’s 2008 Texas Water Quality Inventory and 303(d) list, indicating that they do not meet certain water quality standards. Elevated bacteria levels constitute the primary water quality concern for these stream segments (TCEQ 2008). Elevated bacteria levels in a stream can come from both human and non-human sources. The proposed SH 99 Segment B study area is above the Gulf Coast Major Aquifer. Use of groundwater in the area will continue to decrease, as the water supply is converted to surface water use due to regional subsidence concerns.

Cumulative Effects Analysis 6-40 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Water quality has been impacted in the Gulf Coast region primarily due to agricultural practices, oil and gas production, and the conversion of undeveloped land to an urban environment. In agricultural practices, the use of herbicides, pesticides, and concentrated animal waste contribute to water quality concerns. Oil and gas exploration creates additional concerns with the possibility of spills. Urbanization has introduced additional potential contaminants into the area via household chemicals, domestic pet waste, and pollutants from automobiles.

6.1.5.3 Summary of Direct Effects Construction of the proposed SH 99 Segment B could impact water quality on a temporary basis. An increase in suspended sediments could occur at or near areas under construction; however, BMPs such as hay bales, silt fences, or rock berms would be implemented during construction to minimize potential impacts to waters in the immediate construction area. Adverse water quality impacts would be expected to be short-term and localized, as sediments should quickly settle from the water column downstream of disturbed areas. Operation of the roadway would cause an increase in storm water runoff due to an increase in impermeable cover, and the runoff could contain oil, grease, and other constituents that could be carried to water bodies outside of the roadway. However, the net increase of impermeable area from construction of any of the seven Alternative Alignments in comparison to the drainage area of the watersheds would be less than 0.1 percent. Compliance with regulations related to water quality and implementation of BMPs for both construction and long-term operation of the proposed roadway would minimize pollutants potentially entering drainageways and stream channels receiving storm water flows.

6.1.5.4 Summary of Indirect Effects Construction of the proposed SH 99 Segment B or the expansion of other roadways would increase the amount of impermeable surface within the RSA and would indirectly contribute to increased storm water runoff and non-point source pollution from the roadways. Temporary and permanent erosion and sedimentation controls and other water quality protection measures, such as those discussed in Section 4.8, would minimize short-term and long-term impacts to water resources in the RSA. Implementation of water quality control measures would therefore minimize adverse impacts to water quality.

Increased land development and some redevelopment are expected to occur as an indirect effect of the proposed SH 99 Segment B, which would potentially cause increased storm water runoff during and after construction. Potential impacts to water quality would be avoided or mitigated through compliance with State and local regulations, thereby minimizing indirect impacts to water quality.

Cumulative Effects Analysis 6-41 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6.1.5.5 Other Reasonably Foreseeable Effects Reasonably foreseeable actions are those that are likely to occur, or are probable, rather than those that are possible. Reasonably foreseeable projects in the area include roadway projects and large master planned communities. Section 6.1.2 in addition to Table 6-3 and Table 6-4 describe reasonable foreseeable land development and transportation projects in the RSA. These reasonably foreseeable projects could cause potential temporary and permanent degradation or loss of water resources from an increase in storm water runoff, and possible stream modifications due to an increase in storm water runoff. Adherence to regulations and guidance related to development within floodplains would avoid or minimize adverse impacts to floodplain elevations.

6.1.5.6 Results of Cumulative Effects Analysis Because of the increase in land development in the RSA and surrounding areas, water quality has become a concern. The increase in development creates new sources for point and non-point pollution, such as the introduction of potential contaminants into the area via household chemicals, domestic pet waste, and pollutants from automobiles. Construction could impact water quality on a temporary basis. During construction, exposed soil could erode into streams and increase turbidity and sediment loading downstream. Development in the RSA would cause an increase in storm water runoff due to an increase in impermeable cover, and the runoff could contain contaminants that could be carried to water bodies within the RSA.

6.1.5.7 Mitigation Opportunities Potential impacts to water quality from the proposed SH 99 Segment B would be mitigated through development and implementation of a SW3P. The plan would address measures to prevent or correct erosion that may develop during construction. BMPs for temporary and permanent soil erosion and sedimentation controls would be implemented, as would measures to prevent and control hazardous materials spills during construction. Other developments within the RSA would also be required to prepare SW3Ps and implement BMPs to minimize pollutants from entering area waters. Storm water discharges would be collected in retention/detention areas or directed to culverts and open drainageways. Increased storm water/vegetation contact and slowed flows through retention/detention facilities would promote settling of suspended solids and reduce potential pollutant concentrations. Short-term and long- term BMPs implemented as part of development projects would minimize water quality degradation of surface waters and groundwater in the RSA.

Cumulative Effects Analysis 6-42 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6.1.6 Floodplains 6.1.6.1 Resource Study Area The cumulative effects RSA boundary for water resources was defined by connecting the outer limits of each of the watersheds that intersect the proposed SH 99 Segment B. The watersheds included are Clear Creek, Dickinson Bayou, Mustang Bayou, Austin Bayou, and Chocolate Bayou. The RSA for water resources is approximately 397,700 acres in Brazoria, Galveston, Harris, and Fort Bend counties (Exhibit 6-2). FEMA and the local counties manage and oversee floodplains in the region. The temporal boundary for floodplains is from 1975 to 2035.

6.1.6.2 Summary of Current Health and Historical Context Development has occurred within the floodplains of the RSA. This development, particularly older developments, has likely contributed to an increase in storm water runoff flows within the region. However, stricter development regulations have been implemented to aid in the reduction of impacts that developments have on the 100-year floodplain. Design criteria must be incorporated into proposed SH 99 Segment B plans to mitigate for potential floodplain impacts. Brazoria and Galveston counties are participants in the NFIP and currently regulate development in the 100-year floodplain.

In the Gulf Coast region, flooding has been an issue and continues to be an issue because of increases in development. Historically, development in the floodplains of these watersheds has contributed to an increase in runoff volumes. EO 11988 requires federal agencies to avoid to the extent possible the long- and short-term adverse impacts associated with the occupancy and modification of floodplains and to avoid direct and indirect support of floodplain development wherever there is a practicable alternative. Additionally, the counties and other local agencies regulate development in floodplains.

6.1.6.3 Summary of Direct Effects Approximately 112 to 338 acres of floodplains are located within the ROW of the seven Alternative Alignments. The drainage study that would be conducted for the selected preferred alternative would provide detailed hydraulic information necessary to determine the use of culverts and bridges at each stream crossing to confirm that the proposed SH 99 Segment B does not increase the risk of flooding. Hydraulic features for the proposed SH 99 Segment B would be designed in accordance with current TxDOT and FHWA design policies and standards. Roadway drainage facilities would permit conveyance of the 100-year flood without causing substantial impacts to the main lanes of the proposed roadway, streams, or adjacent property. The proposed design would not adversely impact the base flooding elevations to a level that would violate applicable floodplain regulations and ordinances. To the extent practicable, the design would also minimize the area of a floodplain impacted by the roadway. Fill

Cumulative Effects Analysis 6-43 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South placement in the floodplain would be mitigated with equivalent floodplain storage in the vicinity of the roadway.

6.1.6.4 Summary of Indirect Effects Development within floodplains would be in accordance with the NFIP and local regulations. Indirect development induced by the proposed SH 99 Segment B could occur in areas located within mapped 100- year floodplains. Storm water detention facilities and hydraulic features designed as part of development projects would offset increases in storm water flows due to the addition of impermeable cover. No adverse indirect impacts to floodplains would be anticipated from any of the seven Alternative Alignments or development induced by the any of the seven Alternative Alignments.

6.1.6.5 Other Reasonably Foreseeable Effects Reasonably foreseeable actions are those that are likely to occur, or are probable, rather than those that are possible. Reasonably foreseeable projects in the area include roadway projects and large master planned communities. Section 6.1.2 in addition to Table 6-3 and Table 6-4 describe reasonable foreseeable land development and transportation projects in the RSA. These reasonably foreseeable projects could cause potential temporary and permanent degradation or loss of water resources from an increase in storm water runoff and possible stream modifications because of an increase in storm water runoff. Adherence to regulations and guidance related to development within floodplains would avoid or minimize adverse impacts to floodplain elevations.

6.1.6.6 Results of Cumulative Effects Analysis Approximately 112 to 338 acres of floodplains are located within the ROW of the seven Alternative Alignments. A drainage study would provide detailed information necessary to determine the use of culverts and bridges at each stream crossing to confirm that the proposed SH 99 Segment B does not increase the risk of flooding. Hydraulic features for the proposed SH 99 Segment B would be designed in accordance with current TxDOT and FHWA design policies and standards. Roadway drainage facilities would permit conveyance of the 100-year flood without impacting the main lanes of the proposed roadway, streams, or adjacent property. Other developments within the RSA such as housing, commercial, and other roadway projects would be required to adhere to local and State floodplain regulations and not adversely impact the base flooding elevations to a level that would violate applicable floodplain regulations and ordinances. Fill placed in floodplain areas would be mitigated with equivalent floodplain storage in the vicinity of the developments, thereby limiting impacts to floodplains in the RSA.

Cumulative Effects Analysis 6-44 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6.1.6.7 Mitigation Opportunities The proposed roadway would be designed in compliance with appropriate local, State, and federal standards to ensure that floodplain encroachment does not increase the risk of flooding to adjacent properties. Other developments within floodplains mapped in the RSA would also be required to adhere to applicable floodplain standards. Adverse impacts would be mitigated through measures such as implementation of BMPs during construction, development of detention facilities, and possibly other design features to offset anticipated increases in storm water flows generated from impervious cover associated with development projects.

6.1.7 Wetlands and Waters of the United States (U.S.) 6.1.7.1 Resource Study Area The cumulative effects RSA boundary for wetlands and waters of the U.S. is composed of the watersheds that intersect the proposed SH 99 Segment B. The watersheds included are Clear Creek, Mustang Bayou, Chocolate Bayou, Austin Bayou, and Dickinson Bayou. The RSA encompasses approximately 397,700 acres in Brazoria, Galveston, Harris, and Fort Bend counties (Exhibit 6-2). The USACE has jurisdiction over waters of the U.S., including wetlands in Texas. The temporal boundary for wetlands and waters of the U.S. is from 1975 to 2035.

6.1.7.2 Summary of Current Health and Historical Context There have been substantial losses to wetlands and other habitats in the greater Houston metropolitan area since the 1950s. Conversion of natural areas to agricultural production, livestock grazing, and development resulted in the loss of upland and wetland acreage. Continued urbanization and industrialization of the Houston metropolitan area will cause continued pressure on remaining habitats and ecosystems, including wetlands. Since the early to mid-1990s, the area south and southeast of Houston has experienced an increase in land development projects. The increase in residential development has led to the development of retail centers and other businesses providing goods and services to local residents. These land development activities, and others, have led to the loss of open, undeveloped land throughout the area south and southeast of Houston.

Waters of the U.S. within the RSA have been modified to reduce the risk of flooding in the region. The modifications improve flow but reduce the natural diversity of the stream channels and potentially removes riparian habitat. The watersheds in northern Brazoria and Galveston counties are currently under development pressure, causing the need to increase channel capacity for flows in streams located in the northern portion of the RSA. The majority of the modifications have included the rectification of

Cumulative Effects Analysis 6-45 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South channels. Rectifying stream channels usually requires the removal of streamside vegetation and straightening meanders in the streams.

6.1.7.3 Summary of Direct Effects Nine wetlands encompassing approximately 24 acres occur within the Northern Alternative ROW. The wetlands are classified on the NWI maps as PUB, PE, or PSS. No forested wetlands occur within the Northern Alternative ROW.

Ten wetlands encompassing approximately 35 acres occur within the Northern 2 Alternative ROW. The wetlands are classified on the NWI maps as PUB, PE, PSS, and PFO. One of these wetlands is forested and encompasses 2 acres within the proposed ROW. Forested wetlands mainly occur within floodplains adjacent to creeks. Forested wetlands outside the floodplain are also likely to be impacted.

The Central Alternative ROW contains nine wetlands encompassing approximately 45 acres. Six of these wetlands are forested and total approximately 19 acres. The remaining 26 acres of non-forested wetlands in the Central Alternative ROW are classified on the NWI maps as PUB, PE, and PSS wetlands. Non- forested wetlands would be avoided if possible; however, wetland impacts are anticipated.

Eighteen wetlands encompassing approximately 42 acres occur within the ROW of the Central-South Alternative. Of the 18 wetlands, five are forested. The five forested wetlands equate to approximately 20 acres. Complete avoidance of these wetlands is unlikely, thus, the forested wetlands could be impacted. The remaining 22 acres of non-forested wetlands in the Central-South Alternative ROW are classified on the NWI maps as PUB, PSS, and PE. These wetlands would be avoided if possible; however, wetland impacts are anticipated.

Thirteen wetlands that encompass approximately 45 acres are within the ROW of the South-New Alternative. Nine of these 13 wetlands are forested wetlands that total approximately 10 acres. The forested wetlands would likely be impacted during construction. The remaining 4 wetlands, encompassing approximately 35 acres, are classified on the NWI maps as PUB, PE, and riverine wetlands. These wetlands would also likely be impacted if the South-New Alternative is constructed.

Nineteen wetlands that encompass approximately 36 acres are within the ROW of the Southern Alternative. Two of these 19 wetlands are forested wetlands that total approximately 5 acres. The forested wetlands would likely be impacted during construction. The remaining 17 wetlands, encompassing approximately 31 acres, are classified on the NWI maps as PUB, PE, riverine, and PSS wetlands. These wetlands would also likely be impacted if the Southern Alternative is constructed.

Cumulative Effects Analysis 6-46 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Twelve wetlands that encompass approximately 6 acres lie within the ROW of the Southern 2 Alternative. Four of these 12 wetlands are forested wetlands that total approximately 3 acres. The forested wetlands would likely be impacted during construction. The remaining eight wetlands, encompassing approximately 3 acres, are classified on the NWI maps as PUB, PE, and PSS wetlands. These wetlands would also likely be impacted if the Southern 2 Alternative is constructed.

Numerous waters of the U.S. occur within the ROWs of the seven Alternative Alignments. Chocolate, Mustang, and Dickinson bayous are the larger waters that cross the seven Alternative Alignments. Approximately 27 potential jurisdictional waters of the U.S., other than wetlands, occur within the ROWs of the seven Alternative Alignments, based on field investigations and review of USGS 7.5-minute topographic quadrangle maps. These waters consist of creeks, bayous, and tributary drainages traversing the RSA. Of these 27 potential waters, 13 each are associated with the Northern, Northern 2, Central- South, and South-New alternatives, and seven each are associated with the Central, Southern, and Southern 2 alternatives.

Construction of any of the seven Alternative Alignments could result in impacts to waters of the U.S., although specific impacts cannot be assessed until a preferred alternative is selected and final design plans are completed. Waters such as Dickinson, Mustang, and Chocolate bayous would likely be bridged, and smaller waters of the U.S. would either be bridged or placed within culverts.

6.1.7.4 Summary of Indirect Effects Construction of the proposed SH 99 Segment B would indirectly cause development or some redevelopment of land in the RSA. It is predicted that by 2035 a majority of the land use RSA would be developed. If jurisdictional wetlands are impacted by induced development, it is expected that compensatory mitigation would offset the impacts in accordance with permitting requirements. Compensation for impacts to non-jurisdictional wetlands may not be implemented; therefore, functions provided by such non-jurisdictional wetland areas may be lost as these wetlands are filled.

Drainage modifications to improve channel capacities to facilitate the conveyance of storm water flows would be expected to impact jurisdictional waters of the U.S. Impacts to these jurisdictional waters would require authorization from the USACE prior to construction. Channel modifications could remove some or all of the vegetation associated with these channels in the area of modification.

6.1.7.5 Other Reasonably Foreseeable Effects Reasonably foreseeable actions are those that are likely to occur, or are probable, rather than those that are possible. Reasonably foreseeable projects in the area include roadway projects, master planned

Cumulative Effects Analysis 6-47 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South communities, and commercial developments. Depending on their size and location, these reasonably foreseeable projects could cause potential permanent degradation and loss of jurisdictional and non-jurisdictional wetland resources and other waters of the U.S. and vegetation communities associated with pastureland, agricultural land, and forest land.

6.1.7.6 Results of Cumulative Effects Analysis An analysis of wetlands was performed using interpretation of GIS, aerial photography, and mapped NWI wetlands. GIS data for the years 1992 and 2004 were compared to assess the development rate and impacts to wetlands. Limited on-site verification was performed. Within the wetlands RSA, approximately 560 acres of wetlands have been lost since 1992, an average of approximately 46 acres per year. The proposed SH 99 Segment B could impact up to approximately 45 acres of wetlands. Several master planned communities are currently being constructed within the RSA. These planned communities include some green space, but the majority of the residential communities will be housing and other amenities. Other construction projects in the RSA include improvements along SH 288, mostly within the existing ROW between the frontage roads in the mowed and maintained median. The proposed SH 99 Segments A and C would connect at IH 45 South and SH 288, respectively. Segment C is in the planning phase. According to the DEIS, impacts associated with Segment C would include up to 67 acres of wetland impact and 370 acres of impact to vacant land, which consists of farmland, ranchland, and forested resources. Impacts associated with Segment A are unknown at this time; a Feasibility Study is underway for Segment A. The federal mandate of “no net loss” of wetlands requires mitigation for the loss of jurisdictional wetlands caused by roadway projects, such as SH 99 and SH 288. Jurisdictional wetlands lost as a direct impact of the proposed SH 99 Segment B would be mitigated.

The land use analysis indicates that the proposed SH 99 Segment B would have an indirect effect of increasing the acreage of land used for development. Lands converted to developed uses in the RSA would likely contain some amount of wetlands, depending on the size and location of the development. Jurisdictional wetlands filled or adversely impacted by development would be compensated as part of required permitting; however, the compensation may not occur within the same immediate geographic area as the development. With construction of housing, retail, and other development projects, there would likely be continued degradation and loss of wetlands in the RSA.

Numerous waters of the U.S. would be impacted by anticipated development that is induced by construction of the proposed SH 99 Segment B and other development associated with continued growth within the RSA. Development projects could involve the construction of bridges and culverts, or the extension of existing culverts, channel modifications to improve storm water conveyance, and alteration

Cumulative Effects Analysis 6-48 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South of surface drainage patterns directing storm water runoff to area water courses. Through adherence to floodplain regulations, drainage improvements would not increase flood flows or raise the 100-year base flood elevations. However, drainage improvements would likely alter the vegetative character or the improved drainage channels such that their habitat value is diminished.

6.1.7.7 Mitigation Opportunities Potential adverse impacts to jurisdictional wetlands associated with the seven Alternative Alignments would likely involve discharges of fill material to raise the grade of the roadway or to construct embankments for overpasses or bridge crossings. On-site mitigation is not favored due to the limited space within the proposed ROW and the high costs of obtaining additional land parcels immediately adjacent to the ROW required for wetland creation or enhancement. Off-site mitigation opportunities would likely include the purchase of credits within an approved wetlands mitigation bank, such as TxDOT’s Coastal Bottomlands Mitigation Bank in Brazoria County, or payment of an in-lieu fee to another entity as compensation for anticipated adverse impacts. Mitigation options would continue to be investigated and evaluated in coordination with appropriate regulatory and resource agencies throughout the proposed SH 99 Segment B development process. A compensatory mitigation plan would be prepared, as necessary, and submitted to the USACE as part of a Section 404 permit application.

Similarly, other development projects implemented within the RSA would be required to compensate for jurisdictional wetlands adversely impacted by construction. Off-site or possibly on-site mitigation may be used. Off-site mitigation would not replace wetland functions in the immediate geographic area as the area of impact. Compensation for non-jurisdictional wetlands would not be required as part of USACE permitting; therefore, some additional wetlands losses could occur as development continues within the RSA.

The proposed SH 99 Segment B would impact non-wetland waters of the U.S. (non-wetlands) through bridge and culvert construction. Potential mitigation opportunities could be planting vegetation along disturbed stream banks and reestablishing riparian corridors, purchasing appropriate credits from an approved mitigation bank or an in-lieu fee to another entity as compensation for adverse impacts. Other developments within the RSA could implement similar mitigation strategies. Disturbed areas along area water courses could be planted with native species to reestablish riparian corridors or replace/enhance vegetated fringes near the water’s edge. In-lieu fees to organizations with initiatives to reestablish vegetation in disturbed areas may also be a mitigation option.

Cumulative Effects Analysis 6-49 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6.1.8 Vegetation 6.1.8.1 Resource Study Area The cumulative effects RSA for vegetation is the same as the RSA for land use (i.e., the AOI) because changes in land use would be the primary cause of changes to or alteration of vegetation resources. The vegetation RSA encompasses approximately 354,560 acres (Exhibit 3-1) and is composed mostly of farmland and ranchland, which would be the primary type of vegetation impact. The temporal boundary for vegetation is from 1975 to 2035.

6.1.8.2 Summary of Current Health and Historical Context Native vegetation areas and habitats in the greater Houston metropolitan area have been lost due to the conversion of natural areas to agricultural production, livestock grazing, and development. Continued urbanization and industrialization of the Houston area will cause continued pressure on remaining habitats and ecosystems. Since the early to mid-1990s, the area south and southeast of Houston has experienced an increase in land development projects. The increase in residential development has led to the development of retail centers and other businesses providing goods and services to local residents. These land development activities, and others, have led to the loss of undeveloped land throughout the area south and southeast of Houston.

Wooded riparian habitat areas associated with watersheds in northern Brazoria and Galveston counties are currently under development pressure because of the need to increase channel capacities for storm water flows in streams located in the northern portion of the RSA. The majority of the modifications have included clearing in-stream vegetation and some rectifying of channels. Rectifying stream channels usually requires the removal of streamside vegetation and straightening meanders in the streams. The majority of the riparian habitat has been removed in the RSA; however, Chocolate Bayou and some of the larger stream segments in the RSA still have a riparian corridor.

6.1.8.3 Summary of Direct Effects The majority of the vegetation impacts would occur to agricultural and pastureland communities. Although clearing of the selected preferred alternative ROW would remove native and introduced species as well as some crops, the acreage of agricultural land within the ROW of each alternative represents less than 1 percent of this habitat type in this region. Up to approximately 1,243 acres of mostly agricultural vegetation would be removed.

The majority of plants and trees in urban and residential communities are ornamental plantings that exist in a previously disturbed environment. The removal of these landscaped areas would reduce aesthetic

Cumulative Effects Analysis 6-50 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South value and shade tree value within the ROW of the proposed SH 99 Segment B; however, similar habitat exists throughout developed areas in the RSA.

6.1.8.4 Summary of Indirect Effects Construction of the proposed SH 99 Segment B would indirectly cause development or some redevelopment of land in the RSA. It is predicted that by 2035 a majority of the land use RSA would be developed. Induced development would impact naturally vegetated areas, as development projects convert undeveloped land to developed conditions. Habitats associated with natural vegetation areas would likely be changed to landscaped areas typically associated with urban environments. Compensation for impacts to naturally vegetated areas is not required as part of development planning; therefore, ecological and habitat functions provided by areas of natural vegetation would be largely lost as these areas are converted to more urban conditions.

6.1.8.5 Other Reasonably Foreseeable Effects Reasonably foreseeable actions are those that are likely to occur, or are probable, rather than those that are possible. Reasonably foreseeable projects in the area include roadway projects, master planned communities, and commercial developments. These reasonably foreseeable projects would be expected to result in the permanent conversion of vegetation communities associated with pastureland, agricultural land, and forest land to urban developed conditions.

6.1.8.6 Results of Cumulative Effects Analysis Most of the native vegetation within the RSA has been impacted by urbanization or farming practices. The majority of the vegetation that would be impacted by the proposed SH 99 Segment B has been previously altered and is either contained within urban environments or consists of farmland/ranchland. Vegetation changes are driven by land use change. As development occurs, vegetation is eliminated through construction of housing, business centers, and commercial developments. During the past decade, development has steadily increased within the land use RSA. Estimated developed uses derived from 1995 aerial photography indicated that approximately 50,000 acres (approximately 14 percent) of the land use RSA were developed. Estimates from 2008 aerial photography indicated that approximately 89,400 acres (approximately 25 percent) of the land use RSA were developed. According to the land use study discussed in Section 5.5.1, an estimated 255,000 acres (approximately 72 percent) of the land use RSA could be developed by 2035 without construction of the proposed SH 99 Segment B. Development induced by construction of the proposed SH 99 Segment B could result in up to approximately 288,100 acres (approximately 81 percent) of the RSA being developed by 2035. Future development in the RSA would continue to cause the conversion of vegetated areas to developed uses.

Cumulative Effects Analysis 6-51 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6.1.8.7 Mitigation Opportunities Unavoidable vegetation impacts are expected to occur as part of implementing any of the seven Alternative Alignments. Vegetation impacts would be partially mitigated through revegetation of exposed areas of the ROW as construction is completed, and landscaping portions of the ROW, as appropriate, with tree, shrub, and grass plantings. Landscaping would be in accordance with EO 13112 on Invasive Species and the Executive Memorandum on Beneficial Landscaping.

Habitats given special consideration under the TxDOT-TPWD MOU on Non-Regulatory Mitigation would be avoided to the extent practicable. Even though attempts would be made to avoid areas such as riparian forests, complete avoidance of special habitat features is unlikely. Mitigation for anticipated impacts to special habitat features would be discussed with regulatory agencies and proposed SH 99 Segment B stakeholders when a preferred alternative is selected and additional studies are performed as part of preparation of a FEIS.

Vegetation impacts from induced development and development resulting from continued growth within the RSA would be expected to remove vegetation communities associated with agricultural land, pastureland, woodlots, and some urban areas. Riparian vegetation adjacent to water courses within the RSA would also likely be impacted by development activities and construction of utilities traversing the RSA. The conversion of natural vegetation communities to developed urban conditions would reduce the abundance of habitats associated with these vegetation communities. Mitigation for vegetation impacts could be through leaving some natural vegetation in place as part of developed conditions, or landscaping developed areas with native species to possibly blend with adjacent or nearby naturally vegetated areas. Enhanced plantings along greenbelts or other open areas within developed areas may compensate for some vegetation losses.

6.1.9 Conclusions Adverse impacts to natural resources in the region have resulted from the general trends of increasing population growth and economic development. Such effects are expected to continue to occur as a result of development related to normal growth in the region. These impacts, and impacts resulting from the proposed SH 99 Segment B, combine and interact to result in cumulative effects in the proposed SH 99 Segment B study area and the region. Potentially adverse cumulative effects associated with past and continued future development in the study area include loss of natural habitat, air and water quality impacts, and conversion of land uses. Beneficial effects of development in the region include new economic opportunities, improved transportation, housing alternatives, employment opportunities, and recreational resources.

Cumulative Effects Analysis 6-52 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Additional housing, infrastructure, and commercial and public land uses required to serve the projected population would result in continued development and land use changes in the region. Extensive residential development is proposed in many of the communities in the proposed SH 99 Segment B study area. Restaurants, retail shops, office complexes, business parks, and convenience stores are typical commercial developments that would be constructed in the region. As development occurs, the need for additional infrastructure and services (schools, transportation, utilities, fire, police, and EMS facilities) increases.

Development impacts associated with normal growth in the region are expected to result in conversion of wetland, riparian, upland habitats, and agricultural lands to commercial, residential, or industrial land uses as well as additional infrastructure and services as people continue to move into the area. Habitat fragmentation from infrastructure construction or changes in land use have disrupted and dispersed fish and wildlife populations. Both natural and artificial processes, including human-induced subsidence and draining and filling wetlands for development, have resulted in the conversion of wetland habitats to open water, upland habitat, or developed land. However, some losses have been partly offset by gains in emergent wetlands that took place in transitional areas peripheral to wetlands (related to subsidence or water management programs). Although there have been substantial losses of wetlands and other habitats since the 1950s and the continued urbanization and industrialization of the Houston-Galveston area would cause continued pressure on these habitats and ecosystems, efforts to preserve, restore, and create valuable habitat are underway to minimize the adverse impacts associated with urbanization and industrialization in the region. Beneficial uses of detention basins could aid in this effort by creating open areas and wetlands to support plant growth and wildlife. To a large extent, impacts to wetlands and protected species within the proposed SH 99 Segment B study area would be avoided, minimized, or mitigated by compliance with existing federal statutes that apply to private and government interests.

Various existing and planned developments in the area would have a potential cumulative water quality impact on receiving water bodies in the study area because of wastewater discharges and urban runoff. Use of BMPs for controlling runoff and thereby limiting potential contamination of receiving waters, and spill prevention and control measures for minimizing impacts of accidental spills, would result in minimal adverse impacts to water quality and aquatic resources.

As the Houston-Galveston area continues to experience growth in the regional population and economy, the resulting increases in traffic and industrial capacity would be expected to contribute to additional and varying amounts of air pollution emissions. Within the Houston-Galveston Air Quality Control Region,

O3 is the only criteria pollutant for which the region fails to meet the NAAQS. Even with increased

Cumulative Effects Analysis 6-53 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South growth in the area, historical ambient air monitoring data for the Houston-Galveston area indicates a long-term downward trend in ozone. This is generally the result of efforts made to reduce emissions from various sources of VOCs. Under current regulations, the Houston-Galveston area has until year 2010 to attain the 8-hour NAAQS for O3. The most recent SIP revision to the EPA requested the area be revised to severe with an attainment date of June 15, 2019. The TCEQ has the responsibility for developing the SIP for attaining the air quality standard in the Houston-Galveston area. The SIP sets emissions budgets for point sources, area-wide sources, off-road mobile sources, and on-road sources. The emission control measures proposed in the SIP are expected to substantially reduce emissions of ozone precursors and provide attainment. In addition, reductions are also expected from expansion or improvement of HOV lanes, traffic flow management, park and ride lots, public transportation, and rideshare programs. Emissions reductions consider the need to offset a potential increase in emissions due to growth in the region resulting in increased traffic and industrial capacity.

In addition to the control of emissions to facilitate attainment of the O3 standard, the TCEQ also has regulations in place to control emissions of other pollutants, even though the NAAQS for these pollutants is being met. These regulations affect sources of PM, SO2, HAPs, and other air emissions from industrial facilities and are designed to provide for growth in a way that would continue attainment of the standards.

Air emissions from the proposed SH 99 Segment B added to other past, present, and reasonably foreseeable future actions would be addressed by the regulatory framework described above. The TCEQ and the EPA are responsible for monitoring and tracking air quality levels and the identification of potential air quality exceedances. Adjustments would be made to the SIP, as appropriate, to achieve and maintain continued attainment of the standards. In addition, within the Houston-Galveston Air Quality Control Region industrial, community, and municipal groups are working cooperatively with the regulatory agencies to identify ways to continue to reduce emissions while allowing for growth in the area.

In conclusion, the many projects occurring in the general vicinity of the proposed SH 99 Segment B are part of the continued urbanization of the overall region. Potential cumulative effects of these projects accompany this trend and would affect environmental, social, and economic resources. Existing governmental regulations, in conjunction with the goals and coordination of community planning efforts, address the many and varied issues that influence the local and ecosystem-level conditions. The vision, goals, and, ultimately, the coordination of the numerous stakeholder groups by local organizations, and the regulatory powers of State and federal programs serve to safeguard these resources and prevent or minimize negative impacts that would threaten the general health and sustainability of the region.

Cumulative Effects Analysis 6-54 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6.2 REGIONAL CUMULATIVE EFFECTS OF TOLLED FACILITIES AND MANAGED LANES As the Metropolitan Planning Organization for the Houston-Galveston region, the H-GAC is charged with enabling and creating a regional perspective for transportation and mobility. The 2035 RTP Update provides the major strategies that would accommodate forecasted growth and preserve mobility in the region. H-GAC prepared a planning-level assessment, Regional Cumulative and Indirect Effects of Toll Facilities report to determine how the 2035 RTP Update regional toll roadway network could indirectly or cumulatively affect socioeconomic and natural resources (H-GAC 2009a). Resources evaluated in this planning study included EJ populations (low-income and/or minority populations as defined in EO 12898), air quality, water resources, vegetation, and land use. However, the majority of the H-GAC analysis focused on the potential impact of the regional toll roadway network on EJ populations in the region. More information on the resources evaluated and additional details on the EJ analysis is referenced in the H-GAC Regional Cumulative and Indirect Effects of Toll Facilities report.

The indirect impact portion of this document identified the need to consider impacts of the expanding regional roadway network, specifically the expansion of toll facilities and managed lanes (Exhibit 5-1). An evaluation of the regional cumulative effects of these facilities was considered for potential impacts on EJ populations, air quality, water quality, vegetation, and land use. The RSA for this evaluation is the eight-county Houston-Galveston region.

6.2.1 Analysis Approach This analysis addresses the potential impacts of toll facilities on accessibility by analyzing their impacts on the travel time choices of the persons residing in TITLE VI zones and Non-TITLE VI zones. Figure 6- 1 shows the H-GAC region with TITLE VI Communities of Concern. The introduction of tolled facilities will generally result in a travel time benefit (i.e., a travel time savings) to those who choose to use the facilities (both TITLE VI and non-TITLE VI users). It is a user choice decision whether or not to use one of the proposed new tolled facilities. From a TITLE VI perspective, it appears the issue should be whether the introduction of the proposed tolled facilities is expected to have a significant and/or disproportionate negative impact on the TITLE VI population. This issue is addressed by analyzing forecasted trips made by the TITLE VI population that are “candidate” trips for the new tolled facilities.

Two networks were used for purposes of these analyses, the 2035 RTP Update and 2035 RTP Update No- Build Managed Road. Figure 6-2 shows the full extent of the toll and managed lane system as contained in the 2035 RTP Update. As shown on Figure 6-3 shows the H-GAC Region with TITLE VI Communities of Concern., the No-Build network is essentially the 2035 RTP Update network with the

Cumulative Effects Analysis 6-55 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South existing plus committed managed lane system; the Katy Freeway high-occupancy-toll-lanes are included since this facility is due to open in 2009.

A key focus of this analysis is to determine if the “free” path travel time under the Build scenario is significantly greater than the “free” path travel time under the No-Build scenario for the TITLE VI and Non-TITLE VI zones. These analyses show the expected travel time benefits that may be realized by TITLE VI and Non-TITLE VI zone residents if they chose the pay options for their travel trips were divided into HBW and HBNW, and for both TITLE VI zones and Non-TITLE VI zones that can save highway travel time by using one of the new proposed toll facilities. For a given trip purpose, the forecasted person travel was divided into four market segments for analysis:

 Trips produced by a TITLE VI zone that are candidates for using one of the proposed new toll facilities (i.e., that could save travel time by electing to use one of the proposed new tolled facilities for their scheduled travel);  Trips produced by a TITLE VI zone that are not candidates for using one of the proposed new toll facilities (i.e., that could save travel time by electing to use one of the proposed new tolled facilities for their scheduled travel);  Trips produced by a Non-TITLE VI zone that are candidates for using one of the proposed new toll facilities (i.e., that could save travel time or more by electing to use one of the proposed new tolled facilities for their scheduled travel); and  Trips produced by a Non-TITLE VI zone that are not candidates for using one of the proposed new toll facilities (i.e., that could save travel time by electing to use one of the proposed new tolled facilities for their scheduled travel).

As mentioned in the discussion of the approach, the objective of the TITLE VI analysis is to quantify the impacts of the Build and the No-Build options on the travel time of potential users. Examination of these results will show whether the introduction of the proposed new tolled facilities is expected to generally have a significant and/or disproportionate negative impact on the TITLE VI population of the region.

Cumulative Effects Analysis 6-56 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

FIGURE 6-1 H-GAC REGION WITH TITLE VI COMMUNITIES OF CONCERN

Source: H-GAC 2009.

Cumulative Effects Analysis 6-57 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

FIGURE 6-2 2035 RTP UPDATE MANAGED ROAD SYSTEM

Source: H-GAC 2009.

Cumulative Effects Analysis 6-58 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

FIGURE 6-3 2035 UPDATE NO-BUILD RTP MANAGED ROAD SYSTEM

Source: H-GAC 2009.

Cumulative Effects Analysis 6-59 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6.2.2 Findings 6.2.2.1 Home-Based Work (HBW) Trips Table 6-7 presents the number of Year 2035 HBW trips and their expected ATL for free and tolled path options under both Build and No-Build Network scenarios. The travel times are based upon a.m. peak period congested travel times. TITLE VI and Non-TITLE VI population trips are each segmented into two (2) separate sub-groups:

 Those trips that can save any travel time by using a toll facility (i.e., essentially trips that are “candidate trips” for using a toll facility); and  Those trips that cannot save that could save any travel time by using a toll road. These trips are essentially “non-candidate trips” for using a toll facility. Hence, for purposes of the TITLE VI analyses, only the free path travel times will be examined for these trips.

The following summarizes the findings presented in Table 6-7:

 Stratification of HBW Trips: Of the 5,758,077 HBW trips forecasted, 2,650,979 (46 percent) are produced by TITLE VI zones while 3,107,098 (54 percent) are produced by the Non- TITLE VI zones. For the TITLE VI zones 924,197 (34 percent) were identified as trips that could save travel time using one of the proposed new toll facilities. For the Non-TITLE VI zones 1,313,564 (42 percent) were identified as trips that could that could save travel time by using one of the proposed new toll facilities.  Differences in the ATL for TITLE VI and Non-TITLE VI Zones: The ATL choices for the TITLE VI zones are generally shorter than the corresponding choices for Non-TITLE VI/ EJ zones. This is largely attributable the location of the TITLE VI zone within the urban area. In general, zones that are more centrally located (e.g., inside Loop 610 or inside Beltway 8) will have a shorter ATL. Conversely, those less centrally located (e.g., outside Beltway 8) generally exhibit longer commutes to work. The TITLE VI zones identified in these analyses tend to be more centrally located within the urban area and hence display somewhat shorter average trip length.  Candidate Toll Trips Have Longer ATL: For both TITLE VI and Non- TITLE VI zones, the trips that can save travel time by using a new toll facility have a longer average trip length than those that cannot save travel time. Toll roads, like normal freeways, are designed to serve longer trips. Hence, trips that can save significant time using such facilities exhibit a longer average trip length. A large majority of the shorter trips simply do not have a path that can save time using one of the proposed toll facilities and hence are included in the subset of trips that cannot save travel time.

Cumulative Effects Analysis 6-60 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

 Differences in the ATL of Toll Options versus ATL of Free Options for TITLE VI Zones: Under the Build Network scenario, the 924,197 HBW trips produced by TITLE VI zones that can save travel time by using the new toll facilities have an average trip length under the toll path choice option of 45.43 minutes as compared to an average trip length for the free choice option of 51.14 minutes. In essence, the average toll path option is 5.71 minutes shorter than the free path option for the Build Network scenario. Under the No-Build Network scenario, these same 924,197 HBW trips would have an average trip length of 48.96 minutes for the toll path option and 53.07 minutes for the free path option. Obviously, the additional new toll facilities result in there being more opportunities for travel time savings using toll facilities under the Build Network scenario than under the No-Build Network scenario for the TITLE VI zone trips that can potentially save travel time by using the new toll facilities.  Differences in the ATL of Toll Options versus ATL of Free Options for Non-TITLE VI Zones: Under the Build Network scenario, the 1,313,564 HBW trips produced by Non-TITLE VI zones that can save travel time by using the new toll facilities have an average trip length under the toll path choice option of 58.75 minutes as compared to a trip length for the free path choice option of 66.25 minutes. In essence, the average toll choice option is 7.50 minutes shorter than the free path option for the Build Network scenario. Under the No-Build Network scenario, these same 1,313,564 HBW trips would have an average trip length of 66.4 minutes for the toll choice option and 70.20 minutes for the free option. As with the TITLE VI zones, the additional new toll facilities result in there being more opportunities for travel time savings using toll facilities under the Build Network scenario than under the No-Build Network scenario for the Non-TITLE VI zone trips that can potentially save travel time by using the new toll facilities. The differences in the potential travel time savings for the Non-TITLE VI zones versus the TITLE VI zones is largely related to their proximity to the proposed new toll facilities.

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TABLE 6-7 2035 HBW PERSON TRIPS1 Build Network No-Build Network 2035 HBW 2035 Difference: Difference: Zone Trip: Times HBW ATL: ATL: ATL: ATL: Toll Path Free Path Savings2 Trips Toll Free Toll Free Options3 Options3 Path Path Path Path New toll facility: trips 45.43 51.14 48.96 53.07 3.53 1.93 924,197 that save 0+ minutes minutes minutes minutes minutes minutes EJ minutes Zones New toll facility: trips 24.78 24.83 25.52 25.57 0.74 0.74 1,726,782 that cannot save minutes minutes minutes minutes minutes minutes 0+ minutes New toll facility: trips 58.75 66.25 66.40 70.20 7.65 3.95 1,313,564 that save 0+ minutes minutes minutes minutes minutes minutes Non- minutes EJ Zones New toll facility: trips 29.30 29.35 30.66 30.71 1.36 1.36 1,793,534 that cannot save minutes minutes minutes minutes minutes minutes 0+ minutes

Notes: 1AM Peak Average Trip Length (ATL) in minutes for Free and Tolled Path Options under the Build and No-Build network. 2Potential time savings. 3No-Build ATL minutes minus Build ATL minutes (differences are in AM peak ATL in minutes). EJ = Environmental Justice; HBW = home based work trips. Source: H-GAC 2009.

Table 6-7 also compares the differences in the ATLs for the toll options under the Build versus the No- Build Network scenarios.

 Differences in ATL for Toll Path Options for both TITLE VI and Non-TITLE VI Zones: As expected, the implementation of additional toll facilities in the Build Network scenario results in an overall benefit by reducing ATLs for the toll path options for both TITLE VI and Non- TITLE VI zones. For the candidate trips that can save travel time by using the new toll facilities, the TITLE VI zones ATL for the toll options was reduced by 3.53 minutes and the Non-TITLE VI zones were reduced by 7.65 minutes. While both TITLE VI and Non-TITLE VI zones benefit, the differences in the ATLs for the Toll options is smaller for the TITLE VI zones than for the Non-TITLE VI zones. As previously noted previously, the TITLE VI zones are generally more centrally located and, hence, are not located as close to many of the proposed new toll facilities as the non-TITLE VI zones.  Differences in ATL for Free Path Options for both TITLE VI and Non-TITLE VI Zones: The implementation of additional toll facilities in the Build Network scenario also results in an overall benefit by reducing ATLs for the free path options for both TITLE VI and Non-TITLE VI zones. For the candidate toll trips that can save travel time by using the new toll facilities, the

Cumulative Effects Analysis 6-62 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

TITLE VI zones ATL for the free path options was reduced by 1.93 minutes and the Non-TITLE VI zones were reduced by 3.95 minutes. While both TITLE VI and Non-TITLE VI zones benefit, the differences in the ATLs for the free path options are smaller for the TITLE VI zones than for the Non-TITLE VI zones. The free paths near the proposed toll facilities receive the greatest benefit in reduced congestion due the diversion of trips to the new toll facilities. As previously mentioned, the TITLE VI zones are generally not located as close to the proposed new toll facilities as the non-TITLE VI zones, hence, the non-TITLE VI zones receive a greater benefit since there are more non-TITLE VI trips being made in the travel corridors served by the proposed new toll facilities.  Both TITLE VI and Non-TITLE VI Zones Benefit from Build Network Scenario: From a TITLE VI perspective, perhaps the most important observation is that ATL for both toll path options and free paths are reduced under the Build Network scenario for both TITLE VI and Non- TITLE VI zones. Therefore these analyses did not find any significant and/or disproportionate negative impacts on the ATL of the choice options for the TITLE VI zones. In fact, these results show that both TITLE VI and Non-TITLE VI zones realize an overall benefit from the proposed new toll facilities in the Build Alternative.

6.2.2.2 Home-Based Non-Work (HBNW) Trips Table 6-8 presents the number of Year 2035 HBNW trips and their expected ATL for free and tolled path options under both the Build and No-Build Network scenarios. Since most of the HBNW trips do not occur during the peak traffic periods, the travel times based on the 24-hour speeds were used for these analyses. The 24-hour speeds are generally considered to represent typical off-peak speeds. Therefore, the 24-hour travel times are used by the H-GAC’s HBNW mode choice model rather than the peak travel times. Again, the TITLE VI and Non-TITLE VI population trips are each segmented into two separate sub-groups:

 Those trips that can save any travel time by using a toll facility (i.e., essentially trips that are “candidate trips” for using a toll facility) and;  Those trips that cannot save any travel time by using a toll road. Most of these trips don’t have a minimum time path that would use any toll facility. There are some trips in this group that do not have a toll path and hence are unable to be toll users. These trips are essentially “non-candidate trips” for using a toll facility. Hence, for purposes of the TITLE VI analyses, only the free path travel times will be examined for these trips.

Cumulative Effects Analysis 6-63 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

The following summarizes the findings presented in Table 6-8:

 Stratification of HBNW Trips: Of the 13,241,222 HBNW trips forecasted, 6,411,023 (i.e., 48 percent of the region’s HBNW trips) are produced by TITLE VI zones and 6,830,199 (i.e., 52 percent of the region’s HBNW trips) are produced by the Non-TITLE VI zones. For the TITLE VI zones, 674,267 (i.e., 10 percent of the TITLE VI trips) were identified as trips that could save travel time by using one of the proposed new toll facilities. For the Non-TITLE VI zones, 1,019,058 (i.e., 15 percent of the Non-TITLE VI trips) were identified as trips that could potentially save travel time by using one of the proposed new toll facilities.  Differences in the ATL for TITLE VI and Non-TITLE VI Zones: The average trip length choices for the TITLE VI zones are generally shorter than the corresponding choices for Non- TITLE VI zones. This is largely attributable to the location of the TITLE VI zone within the urban area. In general, zones that are more centrally located (e.g., inside Loop 610 or inside Beltway 8) will generally have shorter ATL.  Candidate Toll Trips Have Longer ATL: For both TITLE VI and Non-TITLE VI zones, the trips that can save travel time by using a new toll facility have a longer average trip length than those that cannot save travel time. Toll roads, like normal freeways, are designed to serve longer trips. Hence, trips that can save significant time using such facilities exhibit a longer average trip length. A large majority of the shorter trips simply do not have a path that can save time using one of the proposed toll facilities and hence are included in the subset of trips that cannot save travel time.  Differences in the ATL of Toll Options versus ATL of Free Options for TITLE VI Zones: Under the Build Network alternative, the 674,267 HBNW trips produced by TITLE VI zones that can save travel time by using the new toll facilities, have an average trip length under the toll path choice option of 32.23 minutes as compared to a trip length for the free choice option of 34.32 minutes. In essence, the average toll path option is 2.09 minutes shorter than the free path option for the Build Network scenario. Under the No-Build Network scenario, these same 674,267 HBNW trips would have an average trip length of 35.54 minutes for the toll path option and 36.51 minutes for the free path option. Obviously, the additional new toll facilities result in there being more opportunities for travel time savings using toll facilities under the Build Network scenario than under the No-Build Network scenario for the TITLE VI zone trips that can potentially save travel time by using the new toll facilities.  Differences in the ATL of Toll Options versus ATL of Free Options for Non-TITLE VI Zones: Under the Build Network scenario, the 1,019,058 HBNW trips produced by Non-TITLE

Cumulative Effects Analysis 6-64 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

VI zones that can save travel time by using the new toll facilities have an average trip length under the toll path choice option of 45.77 minutes as compared to a trip length for the free path choice option of 49.01 minutes. In essence, the average toll choice option is 3.24 minutes shorter than the free path option for the Build Network scenario. Under the No-Build Network scenario, these same 1,019,058 HBNW trips would have an average trip length of 54.84 minutes for the toll choice option and 55.61 minutes for the free option. As with the TITLE VI zones, the additional new toll facilities result in there being more opportunities for travel time savings using toll facilities under the Build Network scenario than under the No-Build Network scenario for the Non-TITLE VI zone trips that can potentially save travel time by using the new toll facilities. The differences in the potential travel time savings for the Non-TITLE VI zones versus the TITLE VI zones is largely related to their proximity to the proposed new toll facilities.

TABLE 6-8 2035 HBNW PERSON TRIPS1 Build Network No-Build Network 2035 HBNW 2035 Difference: Difference: Zone Trip: Times HBNW ATL: ATL: ATL: ATL: Toll Path Free Path Savings2 Trips Toll Free Toll Free Options3 Options3 Path Path Path Path New toll facility: trips 32.23 34.32 35.54 36.51 3.31 2.19 674,267 that save 0+ minutes minutes minutes minutes minutes minutes EJ minutes Zones New toll facility: trips 14.78 14.78 15.18 15.19 0.40 0.40 5,736,756 that cannot save minutes minutes minutes minutes minutes minutes 0+ minutes New toll facility: trips 45.77 49.01 54.84 55.61 9.07 6.60 1,019,058 that save 0+ minutes minutes minutes minutes minutes minutes Non- minutes EJ Zones New toll facility: trips 23.05 23.06 24.28 24.30 1.23 1.24 5,811,141 that cannot save minutes minutes minutes minutes minutes minutes 0+ minutes

Notes: 124-hour Average Trip Length (ATL) in minutes for Free and Tolled Path Options under the Build and No-Build network. 2Potential time savings. 3No-Build ATL minutes minus Build ATL minutes (differences are in ATL in minutes). EJ = Environmental Justice; HBNW = home based non-work trips. Source: H-GAC 2009.

Table 6-8 also compares the differences in the ATLs for the toll options under the Build versus the No- Build Network scenarios.

 Differences in ATL for Toll Path Options for both TITLE VI and Non-TITLE VI Zones: As expected, the implementation of additional toll facilities in the Build Network scenario results in an overall benefit by reducing ATLs for the toll path options for both TITLE VI and Non-

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TITLE VI zones. For the candidate trips that can save travel time by using the new toll facilities, the TITLE VI zones ATL for the toll options was reduced by 3.31 minutes and the Non-TITLE VI zones were reduced by 9.07 minutes. While both TITLE VI and Non-TITLE VI zones benefit, the differences in the ATLs for the Toll options is smaller for the TITLE VI zones than for the Non-TITLE VI zones. As previously noted the TITLE VI zones are generally more centrally located and, hence, are not located as close to many of the proposed new toll facilities as the non- TITLE VI zones  Toll Path Option Benefit for Build Network scenario for Both TITLE VI and Non-TITLE VI Zones: From an TITLE VI perspective, perhaps the most important observation is that ATL for toll path options are reduced under the Build Network scenario for both TITLE VI and Non- TITLE VI zones. Hence these analyses did not find any significant and/or disproportionate negative impacts on the ATL of the toll path options for the TITLE VI zones. Indeed, these results show that both TITLE VI and Non-TITLE VI zones realize an overall benefit from the proposed new toll facilities in the Build Network scenario.

6.2.3 Overall Toll Network Findings For HBW and HBNW trips, TITLE VI population trips that are candidate toll users are benefited by the introduction of the new toll facilities in terms of both the toll and free path travel times. Equally important, TITLE VI population trips that are not candidate toll users benefit by the introduction of the new toll facilities as the free path travel time average trip length is reduced between the Build and No- Build Network scenarios. As such, TITLE VI populations experience an overall benefit under the Build Network scenario for their HBW travel.

Although TITLE VI zones spread throughout the region, they are generally clustered within Beltway 8 and are not in close proximity to the majority of future toll facilities as the Non-TITLE VI zones are. Consequently, as the ATL of the TITLE VI zones are less than the ATL of non-TITLE VI zones, the TITLE VI zones cannot derive as much travel time savings as the longer trips from Non-TITLE VI zones. However, this analysis did not explicitly examine the impact on ATL. Significant amount of future transit improvements are targeted at TITLE VI zones; the ATLs for the populations within those zones will tend to improve due to increased access to improved transit facilities.

Although TITLE VI populations will see an increase in spending for toll facilities, the entire region will also see an increase in spending and usage as the toll and managed lane system expands. Both TITLE VI and Non-TITLE VI populations will benefit greatly from future toll facilities. In fact, the 2035 RTP Update relies heavily on toll funding to finance a significant portion of future added capacity projects,

Cumulative Effects Analysis 6-66 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South both free and toll. Additionally, for both populations who choose to use non-toll options, the Build Network scenario for 2035 will provide a roadway network that will operate at better traffic conditions than the No-Build Network scenario and would provide an increased benefit for those users over the No- Build Network scenario.

Based on the previous discussion and analysis, the Build Network scenario for the 2035 RTP Update would not cause cumulative disproportionately high and adverse effects on any TITLE VI population as per EO 12898 regarding EJ.

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SECTION 7: AGENCY AND PUBLIC COORDINATION

7.1 AGENCY COORDINATION 7.1.1 Contact with Agencies As part of the proposed SH 99 Segment B development process, federal, State, and local government and agencies were consulted prior to and during the preparation of this document. The following agencies were requested, by correspondence, to provide input on the proposed SH 99 Segment B and invited to attend the proposed SH 99 Segment B information meetings.

Federal Government Agencies Local Government Agencies Federal Highway Administration (FHWA) Brazoria County Federal Transit Administration (FTA) Brazos River Authority Interstate Commerce Commission City of Alvin National Resources Conservation Service City of Dickinson (NRCS) City of Friendswood U.S. Army Corps of Engineers (USACE) City of Iowa Colony U.S. Environmental Protection Agency (EPA) City of League City U.S. Fish and Wildlife Service (USFWS) City of Manvel City of Pearland State Government Agencies City of Santa Fe Texas Department of Transportation (TxDOT) City of Texas City Texas Turnpike Authority Galveston County Texas Historical Commission Harris County Toll Road Authority (HCTRA) Coastal Permit Service Center Houston Metropolitan Transit Authority Texas Parks and Wildlife Department (TPWD) (METRO) Homeland Security Defense Houston-Galveston Area Council (H-GAC) Texas Natural Resource Conservation Port of Houston Authority Commission Texas General Land Office Texas Transportation Commission Texas Department of Public Safety Hazard Mitigation

Agency and Public Coordination 7-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

7.1.2 Meetings with Agencies Prior to each public meeting, elected officials, and agency representatives were mailed notifications of the upcoming public meetings and were invited to attend special briefing meetings prior to the public meeting. This section summarizes the meetings with agencies that have been held to date.

August 7, 2002: Agency Kickoff Meeting (Alvin Community College) This meeting was held to brief the agencies about the proposed SH 99 Segment B prior to the Public Scoping Meeting and to solicit input about specific environmental, engineering, drainage, and community issues. The information obtained aided the proposed SH 99 Segment B Study Team in the development of the material presented at the Public Scoping Meeting held on September 12, 2002. A total of 21 persons attended the meeting including representatives from Brazoria and Galveston counties; the cities of Alvin, Friendswood, and League City; H-GAC; and TPWD.

The meeting involved reviewing proposed SH 99 Segment B exhibits, introductions, and a brief presentation covering the proposed SH 99 Segment B history, Study Team, schedule, the upcoming Scoping Meeting, meeting goals, and designation of agency contacts. The attendees then broke into the following four separate focus groups (drainage, environmental, engineering, and community) to discuss proposed SH 99 Segment B issues and concerns. The primary points of discussion in each focus group were as follows.

Drainage

Study Area:

 Alternatives within the southern portion of the study area or slight southern extension on the west end would meet less neighborhood/residential resistance.  A possible crossing of Chocolate Bayou would be south of SH 35 or north of SH 35 near the southern boundary of the study area.

Regional Issues/Concerns:

 Major water crossings such as Chocolate Bayou need to be coordinated with County drainage improvements.  City dumps and subdivision locations.

Policy and Procedures:

 Drainage Master Plan for Brazoria County  Drainage Criteria Manual for Brazoria County

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Environmental

 Avoid riparian habitat along Chocolate Bayou  Avoid relic prairie west of Alvin and other locations (note: it was not known for sure whether relic prairie existed in the study area)  Preferred crossing of Chocolate Bayou is at FM 1462  Avoid “potential” Swallow-tailed Kite habitat  Alignment should use existing roads  Avoid wetlands, both direct and indirect (i.e. draining)  Show prairie and other sensitive habitat on constraints map  No known new laws or regulations  Expand study area northeast to include SH 96

Engineering

 Study area should be out of storm surge  A corridor exists at FM 646 and IH 45 South  There is an agreement with five cities on Dickinson Bayou  Grade separations are needed at SH 6, SH 35 and FM 517  Look for Brazoria County Major Thoroughfare Plan soon

Community

Study Area:

 Consider extending the study area south to CR 51 due to the possible auto race track covering 2,880 acres southeast of SH 288 and FM 1462

Regional Development Issues:

 Additional development is planned north of FM 1462  Avoid Savannah Plantation residential development  Avoid single-family residential and runway/airfield north of FM 1462  City of Alvin landfill (177 acres +/-)  Briscoe Family has extensive property holdings  Reliant Power transmission lines  Most development is around county roads  Consider future planned developments that could impact ROW costs

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 Many small parcels exist in the study area  Iowa Colony objects to any alignment impacting their area  Bay Colony development near IH 45  Owners of large land tracts may donate ROW

Alignment Alternatives:

 Consider an alignment merging with FM 1462 in western portion of study area  Consider alignments north and south of Alvin  Tie in to FM 1462 and SH 35 around Alvin  Evacuation route above 100-year floodplain  Frontage roads needed if using existing roads  Consider a realignment of SH 99 Segment C to FM 1462 away from CR 60  Be aware of railroad underpass on existing SH 35 east of Alvin  League City is considering two possible routes west of IH 45, favoring a southerly alignment  If a southerly route around Alvin is not acceptable, consider a route north of Alvin  Consider commuters from south areas of Brazoria County such as Angleton, Lake Jackson, Freeport, etc. desiring access to IH 45  ROW for FM 646 at IH 45 has been preserved  Brazoria County would like a route south of Alvin to be considered  SH 35 around Alvin will be developed as a freeway  Tollroad type facility would impact routing choice

September 12, 2002: Scoping Meeting Briefing (Alvin Community College) On the day of the Public Scoping Meeting, two separate sessions were held for elected officials (11 a.m. to 1 p.m.) and agency representatives (2 p.m. to 4 p.m.). Attendees were briefed on the information that would be presented to the public and encouraged to offer their comments. A total of 32 persons attended the elected official session, including 14 elected officials, nine agency representatives, four Sierra Club members, three citizens, and two members of the media. The agency session was attended by 23 persons, including 18 agency representatives, three citizens, one elected official, and one Sierra Club member.

January 21, 2003: Development Advisory Committee (Alvin City Hall) Many of the comments received at the Scoping Meeting focused on existing and future community development impacts. Composed of area county, city, TxDOT, H-GAC, and economic development agency representatives, the Development Advisory Committee was created to review forecasts and

Agency and Public Coordination 7-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South analyses prepared by the consultant team for use in determining direct, indirect, and cumulative impacts that the seven Alternative Alignments would have on communities within the proposed SH 99 Segment B study area and the surrounding region. Attendees of this meeting included representatives from Brazoria County; the cities of Alvin, Friendswood, and League City; and H-GAC.

February 25, 2003: Public Workshop Briefing (Alvin Community College) The GPA and the proposed SH 99 Segment B Study Team conducted individual meetings with USACE, TPWD, Brazoria and Galveston counties, and cities within the proposed SH 99 Segment B study area prior to the Public Workshop on February 25, 2003. For those who could not meet with the proposed SH 99 Segment B Study Team prior to the Public Workshop, the agencies and elected officials were invited to attend either of the two Public Workshop sessions, one at 2 p.m. to 4 p.m. and one at 6 p.m. to 8 p.m. A total of 23 agency representatives and 10 elected officials attended the early session, and three agency representatives and one elected official attended the evening session.

7.2 PUBLIC INVOLVEMENT 7.2.1 Communication with Public Throughout the preparation of this DEIS an effort has been made to locate, inform, and seek input from interested individuals and organized groups. This effort included the issuance of public notices and conducting a Scoping Meeting and Public Workshop. An initial proposed SH 99 Segment B mailing list of approximately 1,000 persons was researched and developed to distribute mailed notification of the Scoping Meeting. Those who have attended public meetings, submitted correspondence, or requested to be added, increasing the mailing list to approximately 1,900 persons. Those on the proposed SH 99 Segment B mailing list have and will continue to receive all public notices regarding the proposed SH 99 Segment B, including notice of the public hearing.

Newsletters Two weeks prior to the Scoping Meeting and Public Workshop, a proposed SH 99 Segment B newsletter was sent to all on the mailing list to inform and update them about the proposed SH 99 Segment B and invite them to the public meeting. The second newsletter was prepared and mailed after the September 12, 2002 Public Scoping Meeting to recap the Scoping Meeting, update proposed SH 99 Segment B study progress and schedule, announce creation of the Development Advisory Committee, and inform readers of the upcoming Public Workshops on February 25, 2003. A third newsletter was prepared and mailed after the February 25, 2003 Public Workshop to the entire mailing list to update them on the progress and schedule of the proposed SH 99 Segment B, the status of the toll road issue, and to recap the Public

Agency and Public Coordination 7-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Workshops, including alterations to the three recommended Alternative Alignments which resulted from comments received at the Public Workshops.

Advertising As required by 40 Code of Federal Regulations (CFR) Section 1508.22, a formal NOI was printed in the Texas and FR thirty (30) days prior to the Scoping Meeting. Public legal notices were placed in The Houston Chronicle 30 and 10 days prior to the Scoping Meeting and Public Workshop. Additionally, display advertisements were placed in The Galveston County Daily News and the Alvin Sun approximately two weeks prior to both the Scoping Meeting and Public Workshop. There are no local papers within the proposed SH 99 Segment B study area for distribution of public notices in other languages.

Website The GPA set up a web site (www.grandpky.com) to provide information and updates on all of the segments of the Grand Parkway. Information posted for Segment B includes proposed SH 99 Segment B status, maps, newsletters, and public meeting dates. Visitors to the web site can also request to be added to the proposed SH 99 Segment B mailing list.

7.2.2 Public Meeting Summaries The following are summaries of public and small group meetings held for the proposed SH 99 Segment B.

September 12, 2002: Scoping Meeting (Alvin Community College) The first public meeting for the proposed SH 99 Segment B was a Public Scoping Meeting. The purpose of this Public Scoping Meeting was to introduce the proposed SH 99 Segment B and present the proposed SH 99 Segment B’s purpose, process, objectives, and preliminary study area, as well as to provide the public with an opportunity to identify specific concerns and opinions prior to further study. Attendance exceeded 300. Attendees of the open house meeting, held from 5 p.m. to 8 p.m., viewed a video presentation describing the proposed SH 99 Segment B’s objective, study process, and schedule, and they then were encouraged to review exhibits and talk with proposed SH 99 Segment B Study Team members. Attendees were also encouraged to fill out and turn in written comment forms provided at the Scoping Meeting or send their comments in by mail or email.

Overall, the feedback received was positive. Most agreed a new transportation option is needed in the area, particularly as an emergency evacuation route; however, many expressed concern about how the proposed SH 99 Segment B will affect their communities. The most common issues of concern included

Agency and Public Coordination 7-6 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South air quality and noise issues, displacements, drainage and flooding, traffic impacts, and preservation of wildlife and historical/cultural landmarks.

In addition to identifying issues of concern, many also offered specific suggestions for possible transportation routes, including suggestions to facilitate hurricane evacuation and minimize displacement of homes and businesses. Based on input received, the southern border of the proposed SH 99 Segment B study area was expanded slightly and SH 96 was included as a possible terminus.

February 25, 2003: Public Workshop (Alvin Community College) Approximately 180 persons attended this public meeting for the proposed SH 99 Segment B, held in two identical open house workshops at 2 p.m. to 4 p.m. and 6 p.m. to 8 p.m. The primary purpose of these workshops was to present and receive input on the preliminary transportation alternatives. Attendees viewed a brief video presentation describing the proposed SH 99 Segment B’s objective, process, schedule, and status. Exhibits included modal alternatives’ descriptions, maps displaying all of the alternatives studied during the preliminary analysis and the three recommended initial Alternative Alignments. Other exhibits outlined evaluation criteria on which the alternatives were compared.

More than 90 comments were received during the Public Workshop’s official comment period, which extended two weeks following the Public Workshop. Comments were collected at the Workshop and were received via mail, email, fax, and in person. As a result of the public comments and input received from local, State, and federal agencies and officials, alterations were made to the alternatives to better serve the community.

Freeman Community Group Meetings: September 26, 2003 & October 4, 2003 Met with the community groups near the FM 1462 area organized by Ms. Willie Mae Freeman to discuss possible changes to be made to the Central Alternative.

Listed below is additional public involvement involving other communities, resource agencies, elected officials and public offices, and local/regional news interviews conducted throughout the EIS phase thus far.

Whispering Pines Meetings 03-23-03 Presentation to Whispering Pines neighborhood meeting 06-29-03 Presentation to Whispering Pines neighborhood meeting

Other Community Meetings 10-04-03 Presentation to home-owner called property owners meeting

Agency and Public Coordination 7-7 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

01-05-04 Attended City of Alvin Segment B meeting at Senior Citizens Center 05-12-04 Participated in the Brazoria County Realtor Event as requested by Savannah Plantation Development at Brazoria County Courthouse hosted by Judge Wiley.

Resource Agencies 02-11-03 Met with John Machol, U.S. Army Corps of Engineers 02-20-03 Met with Andy Sipocz and Woody Woodrow of Texas Parks & Wildlife Department and Edith Erfling of U.S. Fish & Wildlife Service 01-07-04 Met with John Isaacs and Andy Hogan of Brazoria County Drainage District #5 02-15-07 Met in Austin with TxDOT-ENV, TxDOT-Houston District, FHWA and OAG re: TxDOT-Houston concern re: timely review of environmental process and approval by reviewing agencies

Elected Officials and Local/Regional Offices 01-23-03 Presentation to Bay Area Transportation Partnership Long Range Planning Committee in League City 01-23-03 Met with Brazoria County Commissioners Clawson and Payne and with Brazoria County Judge Willy 01-24-03 Met with Galveston County Commissioner Clark 02-03-03 Met with City of Manvel mayor and other city officials 02-05-03 Met with City of Alvin mayor and other city officials 02-06-03 Met with City of League City mayor 02-11-03 Met with City of Dickinson mayor 02-19-03 Met with City of Friendswood mayor and other city officials 02-20-03 Presentation to Bay Area Transportation Partnership Board of Directors 04-07-03 Met with Chuck Herrington, City Manager of League City 05-19-03 Met with Brazoria County Commissioner Jim Clawson 05-20-03 Met with Senator Mike Jackson’s office 06-19-03 Met with Galveston County Commissioner Ken Clark to deliver map of reasonable alternatives 08-11-03 Update presentation to Brazoria County Commissioners Court 08-18-03 Met with Paul Horn, City Manager of Alvin 08-20-03 Met with Mike Fitzgerald, Galveston County Engineer 08-29-03 Met with Mike Fitzgerald, Galveston County Engineer 10-01-03 Presentation to Friendswood Economic Development Council

Agency and Public Coordination 7-8 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

10-16-03 Met with Cathy Laney in Brazoria County Commissioner Jim Clawson’s office 10-17-03 Met with Alvin City Manager Paul Horn 11-03-03 Met with Brazoria County Commissioner Jack Harris 11-04-03 Attended Alvin County Transportation Committee meeting 11-06-03 Met with Brazoria County Judge John Willy and Commissioner Larry Stanley 11-06-03 Presentation to Friendswood Chamber of Commerce 11-13-03 Presentation to Alvin Rotary Club 12-10-03 Met with Brazoria County Commissioners Larry Stanley and Dude Payne 01-15-04 Met with Congressman Tom DeLay’s office re: disgruntled landowner 02-05-04 Met with Texas House of Representative Glenda Dawson, Precinct 29 02-25-04 Attended Brazoria County Commissioners Court public meeting 03-01-04 Luncheon meeting with Alvin City Manager Paul Horn 03-24-04 Met with Judge John Willy in Brazoria County 03-31-04 Met with State Representative Dennis Bonnen, Distict 25 07-11-05 Met with Jack Murphy, City Engineer for League City 08-23-05 Presentation to Bay Area Transportation partnership Board of Directors 10-17-05 Met with Brazoria County Judge john Willy, Kent Burkett, Commissioner Larry Stanley, and Engineer Gerald Roberts 02-10-06 Met with Galveston County Commissioner Ken Clark 02-13-06 Met with Galveston County Commissioner Eddie Janek 09-28-06 Met with Paul Horn, Alvin City Manager, and Jim Heacock, TxDOT-Houston District re: SH 35 corridor study and proposed connection of SH 99 to SH 35 11-29-06 Met with Galveston County Engineer Mike Fitzgerald 02-15-07 Met with Alvin City manager Paul Horn 11-20-07 Met with League City Chamber of Commerce re: Patrons of the Park Foundation issues 04-28-08 Met with Galveston County Commissioner Bryan Lamb in Texas City 04-29-08 Met with Galveston County Engineer Mike Fitzgerald in League City 6-17-08 Met with Carol Nixon of Gunda Corp and others re: Lake Houston State Park Transportation Plan 11-10-09 Presentation to the City of League City Economic Development Corporation re: update 02-04-10 Met with Senator Mike Jackson’s staff re: update 02-08-10 Presentation to Galveston County Commissioners Court re: update

Local and Regional News Affiliates 02-20-03 Telephone interview with Carlos Armintor of The Brazoria Facts

Agency and Public Coordination 7-9 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

02-26-03 Telephone interview with Carlos Armintor, The Brazoria Facts 03-03-03 Telephone interview with Kim Strube, Pearland Reporter 03-24-03 Telephone interview with Carlos Armintor, The Brazoria Facts 03-31-03 Telephone interview with Kelly Hawes, The Brazoria Facts 06-18-03 Television interview with Mike Zientek of KHOU-TV Channel 11 06-18-03 Telephone interview with Ted Streuli, Galveston Daily News 08-20-03 Face-to-face interview with Michael Clements, Texas City Sun 10-08-03 In-house interview with reporter Richard Stewart of The Houston Chronicle, Brazoria County Bureau 11-19-03 Telephone interview with Garrett Bryce of The Alvin Sun Advertiser 03-26-04 Telephone interview with Corey Mitchell of The Baytown Sun 07-07-04 Telephone interview with Louis Garrett of The Alvin Sun Advertiser

Agency and Public Coordination 7-10 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SECTION 8: LIST OF PREPARERS GRAND PARKWAY ASSOCIATION Melissa Neeley David Gornet, P.E. Section Director Project Delivery Executive Director Bryan Phillips TEXAS DEPARTMENT OF Biologist TRANSPORTATION - HOUSTON DISTRICT Amy Foster Pat Henry, P.E. Water Specialist Project Development Engineering Design/Project Manager Rodney Concienne Branch Manager Pollution Prevention and Sue Theiss Abatement Project Development Environmental Coordinator Jimmy Tyree Deputy Director Stanley Cooper, PhD Project Development Brandy Huston Environmental Coordinator Programs Management

Lance Olenius Jackie Ploch Project Development Air Quality Specialist Environmental Coordinator Scott Pletka TEXAS DEPARTMENT OF Branch Manager Archeological Studies TRANSPORTATION - ENVIRONMENTAL AFFAIRS DIVISION Bruce Jensen Carlos Swonke Branch Manager Historical Studies Division Director of Environmental Affairs Lisa Hart Jenise Walton Section Director Programs Management Branch Manager Human Environment Allen Bettis Archeologist

List of Preparers 8-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

CONSULTANT TEAM Robb Fishman Jeremy Hanzlik, P.E. Jacobs Engineering, Inc. AECOM Project Manager Environmental Specialist

Lisa De La Cruz Hee Ork Rocha Jacobs Engineering, Inc. AECOM Environmental Planner Sr. Technical Coordinator

Ellen Stephenson Tom Northrup Jacobs Engineering, Inc. President Sr. Environmental Planner Northrup Associates, Inc.

Jeremiah Johnston Jeff Ruggieri Jacobs Engineering, Inc. Planner Environmental Planner Northrup Associates, Inc.

Jeff Casbeer Barton Smith Jacobs Engineering, Inc. Professor of Economics Sr. Environmental Planner University of Houston

Matthew Clinton Roger Moore, Ph.D. Jacobs Engineering, Inc. Moore Archeological Consulting, Inc Environmental Planner Archeologist

Patty Matthews, P.E. Amy Dase AECOM Prewitt and Associates, Inc. Associate Vice President Historical

Roy Knowles Ruth Henshall AECOM The Lentz Group Project Manager Public Involvement

Miranda Maldonado Nicole Gilbert AECOM The Lentz Group Environmental Specialist Public Involvement

List of Preparers 8-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SECTION 9: DISTRIBUTION LIST

Cooperating and Participating Agency Numbers of Copies Sent Mr. Stacy L. Adams 2508 North Gordon 1 P.O. Box 548, Alvin, Texas 77512 Mr. Gary Appelt City of Alvin Mayor 1 216 West Sealy, Alvin, Texas 77511 Mr. Clyde Bohmfalk (MC205) Texas Council of Environmental Quality 1 P.O. Box 1308, Austin, Texas 78711 Mr. Dennis Bonnen Texas State Representative – District 25 1 122 East Myrtle, Angleton, Texas 77515 Ms. Kathy Boydston Texas Parks and Wildlife Department 1 Resource Protection Division, Environmental Assessment Branch 4200 Smith School Road, Austin, Texas 78744 Brazoria County Parks Department 1 313 West Mulberry, Angleton, Texas 77515 Ms. Celeste Brancel-Brown Texas Parks and Wildlife Department 1 Endangered Resources Branch 3000 South IH 35, Suite 100, Austin, Texas 78704 Mr. Alan Clark Houston-Galveston Area Council 1 Transportation Planning P.O. Box 22777, Houston, Texas 77227-2777 Mr. Ken Clark Galveston County Commissioner – Precinct 4 1 174 Calder Road, League City, Texas 77573 Mr. John Cornyn Texas U.S. Senator 1 5300 , Suite 980, Houston, Texas 77007 Mr. John Davis Texas State Representative 1 1350 NASA Parkway, Suite 212, Houston, Texas 77058 Department of Housing and Urban Development 1600 Throckmorion 1 P.O. Box 2905, Fort Worth, Texas, 76113-2905 Director, Office of Environmental Policy and Compliance U.S. Department of the Interior, Main Interior Building 1 Room 2342, 1849 C Street, NW, , D.C. 20240

Distribution List 9-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Cooperating and Participating Agency Numbers of Copies Sent Mr. Patrick Doyle Galveston County Commissioner – Precinct 1 1 722 Moody , Galveston, Texas 77550 Federal Railroad Administration Office of Economic Analysis (RRP-32) 1 400 Seventh Street, SW, Washington, D.C. 20590 Mr. Mike Fitzgerald Galveston County Engineer 1 722 Moody Avenue, Galveston, Texas 77550 Mr. Terrell Franzen City of Hillcrest Village Mayor Pro Tempore 1 P.O. Box 1172, Alvin, Texas 77512 Ms. Denise Francis State Single Point of Contact 1 Governor’s Office of Budget & Planning P.O. Box 12428, Austin, Texas 78711 Galveston County Department of Parks 1 4102 Main (FM 519), La Marque, Texas 77568 Grand Parkway Association 1 4544 Post Oak Place, Suite 222, Houston, Texas 77027 Ms. Cathy Gilmore U.S. Environmental Protection Agency Region 6 1 1445 Ross Avenue, Suite 1200, Mail Code: 6ENXP, Dallas, TX 75202-2733 Mr. Mark Henry Galveston County Judge 1 722 Moody, Suite 200, Galveston, Texas 77550 Mr. Stephen Holmes Galveston County Commissioner – Precinct 3 1 9850 A Emmett F. Lowry Expressway, Suite A100 Texas City, Texas 77591 Ms. Kay Bailey Hutchison Texas U.S. Senator 1 1919 Smith Street, Suite 800, Houston, Texas 77002 Ms. Joan Huffman Texas State Senator – District 17 1 6217 Edloe, Houston, Texas 77005 Mr. Mike Jackson Texas State Senator – District 11 1 1109 Fairmont Parkway, Pasadena, Texas 77504 Mr. Joe King Brazoira County Judge 1 111 East Locust Street, Suite 102, Angleton, Texas 77515

Distribution List 9-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Cooperating and Participating Agency Numbers of Copies Sent Mr. John Machol, CESWG-PE-RB U.S. Army Corps of Engineers 1 2000 Fort Point Road P.O. Box 1229, Galveston, Texas 77553 Ms. Delores Martin City of Manvel Mayor 1 20025 Hwy 6 P.O. Box 187, Manvel, Texas 77578 Ms. Julie Masters City of Dickenson Mayor 1 4403 Highway 3, Dickenson, Texas 77539 Ms. Margie McAllister (MC206) Texas Council of Environmental Quality 1 Transportation Planning Section, Mobile Source Division P.O. Box 13087, Austin, Texas 78711-3087 Mr. Kevin O’Brien Galveston County Commissioner – Precinct 2 1 P.O. Box B, Santa Fe, Texas 77510 Office of the Secretary U.S. Department of Agriculture 1 1400 Independence Avenue, SW, Washington, D.C. 20250 Mr. Pete Olson Texas U.S. Representative – District 22 1 17225 El Camino Real, Suite 447, Houston, Texas 77058 Mr. Ron Paul Texas U.S. Representative – District 14 1 122 West Way, Suite 301, Lake Jackson, Texas 77566 Mr. Donald “Dude” Payne Brazoira County Commissioner – Precinct 1 1 P.O. Box 998, Clute, Texas 77531 Mr. Tim Paulissen League City Mayor 1 300 West Walker, League City, Texas 77573 Shelia H. Perine Field Environmental Officer, HUD: New Orleans Field Office 1 500 Poydras Street, 9th Floor, New Orleans, LA 70130 Mr. C.D. Reagan Division Administrator, Federal Highway Administration 1 300 East 8th Street, Room 826 Austin, Texas 78701 Ms. Ruth Rentch (E76-322) Federal Highway Administration, Environmental Affairs 1 1200 New Jersey Avenue, SE, Washington, D.C. 20590

Distribution List 9-3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Cooperating and Participating Agency Numbers of Copies Sent Mr. Gerald Roberts Brazoria County Engineer 1 Brazoria County Engineering Department 451 North Velasco, Suite 230, Angleton, Texas 77515 Mr. David Smith City of Friendswood Mayor 1 910 South Friendswood Drive, Friendswood, Texas 77546 Mr. Clinton B. Spotts Regional EIS Coordinator 1 U.S. Environmental Protection Agency 1445 Ross Avenue, Dallas, Texas 75202-2733 Mr. Larry Stanley Brazoria County Commissioner – Precinct 4 1 1001 North Market Street P.O. Box 368, Brazoria, Texas 77411 Mr. Ralph Stenzel City of Santa Fe Mayor 1 12002 SH 6 P.O. Box 950, Santa Fe, Texas 77510 Mr. Matt Sebesta Brazoira County Commissioner – Precinct 2 1 21017 CR 171, Angleton, Texas 77515 Mr. Larry Taylor Texas State Representative – District 24 1 174 Calder Road, Suite 116, League City, Texas 77573 Texas Department of Transportation Environmental Affairs Division 1 125 E. 11th Street, Austin, TX 78701 Texas Department of Transportation 7600 Washington Avenue 1 P.O. Box 1386, Houston, Texas 77251-1386 Mr. Robert Wall City of Iowa Colony Mayor 1 12003 CR 65 Iowa Colony, Texas 77583 Mr. Randy Weber Texas State Representative – District 29 1 P.O. Box 2910, Austin, Texas 78768 Libraries Alvin Library 1 105 South Gordon Street, Alvin, Texas 77511 Angleton Library 1 401 East Cedar Street, Angleton, Texas 77515

Distribution List 9-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

Cooperating and Participating Agency Numbers of Copies Sent Helen Hall Library 1 100 W. Walker Street, League City, Texas 77573 Houston Public Library (Texas Room) 1 500 McKinney Street, Houston, Texas 77002 Manvel Library 1 20514B Highway 6, Manvel, Texas 77578

Distribution List 9-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

THIS PAGE IS INTENTIONALLY LEFT BLANK Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

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Bibliography 10-9 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

THIS PAGE IS INTENTIONALLY LEFT BLANK Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

SECTION 11: INDEX 6-44, 6-47, 6-49, 6-52, 7-5, 7-6, 7-7 A AOI, 5-3, 5-4, 5-5, 5-6, 5-7, 5-8, 5-9, 5-10, 5-11, acquisition, 8, 13, 2-13, 4-10, 4-14, 4-21, 4-24, 5-12, 5-13, 5-14, 5-15, 5-16, 5-17, 5-18, 5-19, 4-38, 4-39, 4-87, 4-91, 5-2, 5-8, 5-14, 5-16, 5- 5-20, 5-21, 5-22, 5-23, 5-24, 5-25, 5-26, 5-27, 30, 5-34, 6-2, 6-5, 6-6, 6-9, 6-10, 6-18, 6-19, 5-28, 5-29, 5-30, 5-31, 5-32, 5-33, 5-34, 5-35, 6-24, 6-33, 6-37 6-2, 6-6, 6-9, 6-10, 6-11, 6-15, 6-18, 6-32, 6- aesthetic, 10, 11, 18, 23, 3-45, 3-72, 4-10, 4-11, 50 4-14, 4-24, 4-67, 4-70, 4-90, 4-91, 5-2, 5-9, 5- archeological, 21, 3-65, 3-66, 3-67, 4-85, 5-33, 30, 5-34, 5-35, 5-36, 6-7, 6-31, 6-34, 6-39, 6- 6-11, 8-1, 8-2 50 attainment, 15, 4-41, 4-48, 4-53, 5-21, 5-22, 6-8, air quality, 12, 14, 15, 25, 2-8, 3-25, 3-26, 3-27, 6-27, 6-31, 6-54 3-28, 3-31, 3-33, 3-35, 4-24, 4-41, 4-42, 4-44, B 4-45, 4-53, 4-54, 4-93, 4-96, 5-2, 5-20, 5-21, 6-8, 6-13, 6-25, 6-26, 6-27, 6-28, 6-29, 6-30, bicycle, 4, 5, 6, 14, 2-1, 2-3, 2-7, 3-23, 3-24, 4- 6-31, 6-53, 6-54, 6-55, 7-7, 8-1 41, 5-2, 5-19, 6-7, 6-38 Alternative Alignment, 7, 8, 9, 10, 11, 13, 14, biological resources, 5-22 15, 16, 17, 18, 19, 20, 21, 22, 23, 24, 25, 26, Brazoria County, 3, 4, 5, 9, 11, 13, 19, 20, 27, 1, 27, 28, 29, 1, 1-6, 1-7, 2-12, 2-13, 2-14, 2-16, 3, 1-4, 1-8, 1-9, 1-10, 1-11, 1-12, 1-13, 1-14, 3-1, 3-2, 3-5, 3-9, 3-10, 3-12, 3-14, 3-15, 3- 1-15, 1-16, 1-17, 2-1, 2-2, 2-3, 2-6, 3-1, 3-5, 16, 3-17, 3-18, 3-20, 3-23, 3-33, 3-35, 3-38, 3-6, 3-7, 3-8, 3-9, 3-10, 3-11, 3-12, 3-13, 3- 3-41, 3-42, 3-44, 3-46, 3-63, 3-64, 3-65, 3-69, 14, 3-15, 3-16, 3-18, 3-19, 3-20, 3-21, 3-22, 3-70, 3-71, 3-72, 4-1, 4-2, 4-3, 4-4, 4-5, 4-6, 3-23, 3-27, 3-32, 3-37, 3-39, 3-40, 3-41, 3-48, 4-7, 4-8, 4-9, 4-10, 4-11, 4-12, 4-13, 4-14, 4- 3-50, 3-53, 3-54, 3-55, 3-56, 3-57, 3-58, 3-59, 15, 4-16, 4-19, 4-22, 4-23, 4-24, 4-38, 4-39, 3-60, 3-62, 3-63, 3-70, 3-71, 4-1, 4-3, 4-4, 4- 4-40, 4-41, 4-43, 4-54, 4-57, 4-59, 4-60, 4-61, 5, 4-6, 4-13, 4-14, 4-22, 4-30, 4-36, 4-37, 4- 4-63, 4-64, 4-65, 4-67, 4-68, 4-69, 4-70, 4-71, 38, 4-41, 4-59, 4-70, 4-74, 4-75, 4-76, 4-80, 4-72, 4-73, 4-74, 4-75, 4-76, 4-78, 4-79, 4-80, 4-81, 4-84, 4-88, 4-95, 5-2, 5-4, 5-6, 5-7, 5- 4-81, 4-82, 4-83, 4-84, 4-85, 4-86, 4-87, 4-88, 12, 5-15, 5-18, 6-5, 6-6, 6-9, 6-11, 6-15, 6-16, 4-90, 4-91, 4-92, 4-93, 4-94, 4-95, 4-96, 4-97, 6-20, 6-25, 6-27, 6-28, 6-31, 6-32, 6-33, 6-34, 5-2, 5-3, 5-8, 5-9, 5-10, 5-11, 5-12, 5-13, 5- 6-36, 6-40, 6-43, 6-45, 6-49, 6-50, 7-1, 7-2, 7- 14, 5-15, 5-16, 5-18, 5-19, 5-20, 5-22, 5-23, 3, 7-4, 7-5, 7-8, 7-9, 7-10 5-27, 5-33, 5-34, 6-1, 6-3, 6-4, 6-6, 6-9, 6-11, business, 2, 3, 10, 12, 13, 14, 23, 1-1, 1-2, 1-3, 6-18, 6-19, 6-23, 6-32, 6-34, 6-35, 6-41, 6-43, 1-19, 3-1, 3-5, 3-15, 3-20, 3-21, 3-27, 3-41, 3-

Index 11-1 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

71, 4-5, 4-9, 4-10, 4-16, 4-18, 4-19, 4-20, 4- 3-67, 3-71, 3-72, 4-67, 4-79, 4-82, 4-85, 4-88, 21, 4-24, 4-25, 4-26, 4-27, 4-37, 4-38, 4-39, 4-90, 5-7, 5-8, 5-32, 6-22, 6-23, 6-40, 6-43, 6- 4-40, 4-42, 4-55, 4-93, 5-5, 5-9, 5-12, 5-15, 5- 45, 6-47, 6-50, 7-2, 7-3 17, 5-18, 5-20, 6-3, 6-6, 6-32, 6-33, 6-34, 6- church, 3, 11, 2-10, 3-3, 3-14, 3-15, 3-17, 3-67, 35, 6-36, 6-37, 6-39, 6-45, 6-50, 6-51, 6-53, 3-68, 4-9, 4-11, 4-13, 4-19, 4-24, 4-25, 6-3, 6- 7-7 4, 6-37, 6-38 commercial, 5, 12, 13, 14, 3, 1-8, 2-4, 2-7, 2-10, C 2-11, 3-2, 3-3, 3-4, 3-5, 3-8, 3-14, 3-18, 3-25, capacity, 1, 2, 4, 5, 6, 15, 1-1, 1-10, 1-14, 1-16, 3-67, 3-68, 3-69, 3-72, 4-2, 4-12, 4-15, 4-20, 1-19, 2-1, 2-3, 2-4, 2-5, 2-7, 2-8, 2-9, 3-27, 4- 4-38, 4-40, 4-91, 4-98, 4-99, 5-4, 5-5, 5-6, 5- 15, 4-35, 4-48, 4-53, 4-77, 5-17, 5-21, 5-28, 7, 5-8, 5-10, 5-12, 5-13, 5-14, 5-15, 5-16, 5- 5-36, 6-4, 6-28, 6-29, 6-45, 6-53, 6-66 17, 5-18, 5-19, 5-20, 5-21, 5-22, 5-23, 5-24, carpool, 4, 6, 2-2, 2-4, 2-6 5-29, 5-33, 5-34, 5-35, 6-2, 6-3, 6-7, 6-9, 6- Census, 12, 1-3, 1-4, 1-11, 3-1, 3-9, 3-10, 3-12, 10, 6-16, 6-17, 6-18, 6-19, 6-20, 6-24, 6-32, 3-13, 3-14, 3-21, 3-22, 3-23, 4-2, 4-21, 4-22, 6-33, 6-34, 6-35, 6-36, 6-37, 6-44, 6-48, 6-51, 4-23, 4-24, 4-30, 4-37, 5-4, 6-5, 6-32, 6-33 6-53 Central Alternative, 8, 9, 10, 11, 13, 14, 15, 17, community cohesion, 10, 11, 3-13, 3-14, 4-9, 4- 1-6, 1-7, 2-12, 2-13, 2-14, 2-16, 3-1, 3-2, 3-5, 11 3-14, 3-15, 3-17, 3-18, 3-24, 3-34, 3-42, 3-43, congestion, 2, 3, 4, 6, 7, 8, 10, 11, 12, 14, 23, 27, 3-50, 3-63, 3-72, 4-2, 4-4, 4-5, 4-6, 4-7, 4-8, 1-1, 1-2, 1-3, 1-4, 1-5, 1-7, 1-8, 1-17, 1-19, 2- 4-9, 4-12, 4-13, 4-14, 4-15, 4-16, 4-23, 4-37, 2, 2-4, 2-7, 2-8, 2-9, 2-14, 3-31, 4-10, 4-11, 4- 4-38, 4-40, 4-41, 4-57, 4-61, 4-62, 4-65, 4-66, 12, 4-13, 4-14, 4-15, 4-16, 4-25, 4-27, 4-48, 4-70, 4-72, 4-73, 4-82, 4-83, 4-88, 4-90, 4-98, 4-49, 4-53, 4-92, 4-95, 5-5, 5-17, 5-18, 5-20, 6-3, 6-32, 6-33, 6-46, 6-47, 7-7 5-21, 6-4, 6-34, 6-36, 6-37, 6-39, 6-63 Central-South Alternative, 8, 9, 11, 14, 15, 1-6, construction, 4, 5, 7, 8, 10, 11, 12, 13, 14, 15, 2-14, 2-16, 3-2, 3-5, 3-14, 3-15, 3-17, 3-18, 3- 16, 17, 18, 19, 22, 23, 24, 27, 28, 29, 1, 3, 1-8, 24, 3-34, 3-42, 3-43, 3-50, 3-63, 3-71, 3-72, 1-11, 2-2, 2-3, 2-6, 2-8, 2-9, 2-11, 3-1, 3-2, 3- 4-2, 4-4, 4-5, 4-6, 4-12, 4-13, 4-14, 4-15, 4- 20, 3-21, 3-25, 3-27, 3-42, 3-48, 4-1, 4-9, 4- 16, 4-17, 4-23, 4-24, 4-37, 4-38, 4-40, 4-41, 10, 4-11, 4-12, 4-15, 4-19, 4-24, 4-27, 4-39, 4-57, 4-60, 4-61, 4-62, 4-63, 4-65, 4-66, 4-70, 4-41, 4-53, 4-57, 4-58, 4-59, 4-60, 4-63, 4-64, 4-72, 4-73, 4-82, 4-83, 4-88, 4-90, 4-98, 6-3, 4-65, 4-66, 4-67, 4-68, 4-69, 4-70, 4-71, 4-72, 6-32, 6-33, 6-46, 6-47 4-73, 4-74, 4-75, 4-76, 4-78, 4-79, 4-80, 4-81, Chocolate Bayou, 3-6, 3-17, 3-18, 3-19, 3-37, 3- 4-82, 4-83, 4-87, 4-88, 4-89, 4-90, 4-91, 4-92, 38, 3-39, 3-43, 3-46, 3-47, 3-54, 3-63, 3-65, 4-93, 4-94, 4-95, 5-1, 5-3, 5-10, 5-12, 5-13, 5-

Index 11-2 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

14, 5-15, 5-17, 5-18, 5-19, 5-21, 5-22, 5-23, 3-8, 3-11, 3-20, 3-48, 4-1, 4-35, 4-38, 4-39, 4- 5-24, 5-25, 5-26, 5-27, 5-28, 5-29, 5-33, 6-2, 40, 5-6, 5-16, 5-17, 5-18, 6-6, 6-15, 6-18, 6- 6-4, 6-6, 6-8, 6-9, 6-10, 6-11, 6-16, 6-19, 6- 33, 6-35, 6-37, 6-39, 6-52, 6-54, 7-4 20, 6-24, 6-31, 6-32, 6-34, 6-35, 6-37, 6-38, EIS, 7, 12, 28, 3-7, 3-8, 3-10, 3-27, 3-41, 3-50, 6-39, 6-40, 6-41, 6-42, 6-45, 6-46, 6-47, 6-48, 3-65, 3-66, 3-67, 3-71, 4-4, 4-8, 4-22, 4-23, 4- 6-49, 6-51, 6-52, 6-53 37, 4-42, 4-64, 4-85, 4-87, 5-7, 7-7, 9-4 cultural resources, 3, 2-10, 3-66, 3-68, 5-7, 5-33 EJ, 12, 4-21, 4-22, 4-25, 4-30, 4-31, 4-32, 4-33, CWA, 18, 27, 28, 29, 3-37, 3-39, 3-41, 3-42, 3- 4-34, 4-35, 4-37, 6-5, 6-55, 6-60, 6-62, 6-65, 45, 3-64, 4-64, 4-65, 4-68, 4-69, 5-34 6-67 employment, 2, 12, 13, 14, 1-4, 1-5, 1-19, 2-6, D 3-1, 3-10, 3-11, 3-20, 3-22, 4-1, 4-2, 4-6, 4-7, DEIS, 26, 1, 3, 3-9, 4-4, 4-10, 4-97, 5-2, 5-3, 6- 4-8, 4-16, 4-32, 4-38, 4-39, 4-40, 5-1, 5-3, 5- 1, 6-48, 7-5 4, 5-5, 5-6, 5-10, 5-11, 5-14, 5-15, 5-16, 5-17, development, 2, 3, 5, 6, 7, 9, 10, 11, 13, 14, 16, 5-18, 5-36, 6-2, 6-6, 6-15, 6-16, 6-20, 6-32, 6- 23, 24, 27, 28, 2, 3, 1-1, 1-2, 1-4, 1-8, 1-19, 2- 33, 6-34, 6-35, 6-36, 6-37, 6-38, 6-52 4, 2-6, 2-7, 2-9, 2-10, 2-11, 2-12, 2-13, 2-15, endangered species, 3, 20, 29, 2-11, 3-50, 3-54, 3-2, 3-3, 3-4, 3-5, 3-10, 3-14, 3-24, 3-39, 3- 3-56, 3-57, 3-58, 3-60, 3-61, 4-77, 4-81, 5-30, 45, 3-48, 3-62, 3-64, 3-67, 3-68, 3-71, 3-72, 5-31, 6-11 4-1, 4-2, 4-3, 4-5, 4-6, 4-8, 4-9, 4-10, 4-11, 4- EO, 12, 3-41, 3-48, 3-67, 4-21, 4-36, 4-37, 4-71, 12, 4-14, 4-15, 4-19, 4-37, 4-38, 4-40, 4-41, 4-91, 6-43, 6-52, 6-55, 6-67 4-59, 4-60, 4-76, 4-81, 4-84, 4-86, 4-88, 4-90, EPA, 3, 14, 15, 29, 2-11, 3-25, 3-26, 3-27, 3-28, 4-91, 4-93, 4-94, 5-1, 5-2, 5-3, 5-4, 5-5, 5-6, 3-29, 3-30, 3-31, 3-32, 3-33, 3-35, 3-41, 3-69, 5-9, 5-10, 5-11, 5-12, 5-13, 5-14, 5-15, 5-16, 3-70, 4-22, 4-43, 4-44, 4-46, 4-47, 4-48, 4-49, 5-17, 5-18, 5-19, 5-20, 5-22, 5-23, 5-24, 5-25, 4-50, 4-51, 4-52, 4-53, 4-59, 4-64, 4-69, 4-89, 5-26, 5-27, 5-28, 5-29, 5-30, 5-31, 5-32, 5-33, 5-21, 6-8, 6-25, 6-26, 6-27, 6-28, 6-29, 6-30, 5-34, 5-35, 6-2, 6-3, 6-4, 6-7, 6-9, 6-10, 6-11, 6-31, 6-40, 6-54, 7-1, 9-4 6-14, 6-15, 6-16, 6-17, 6-18, 6-19, 6-20, 6-24, essential fish habitat, 21, 3-64, 3-65, 4-84, 6-10 6-25, 6-29, 6-30, 6-31, 6-32, 6-33, 6-34, 6-35, F 6-36, 6-37, 6-38, 6-39, 6-41, 6-42, 6-43, 6-44, 6-45, 6-47, 6-48, 6-49, 6-50, 6-51, 6-52, 6-53, farmland, 9, 25, 28, 3-7, 3-8, 3-9, 4-3, 4-4, 4-5, 7-1, 7-2, 7-3, 7-4, 7-5, 8-1, 9-1 4-96, 5-7, 5-12, 5-13, 5-14, 5-15, 6-2, 6-13, 6- 18, 6-19, 6-25, 6-48, 6-50, 6-51 E FEIS, 9, 15, 3, 4-10, 4-57, 5-3, 6-40, 6-52 economic, 1, 2, 3, 13, 14, 27, 1-2, 1-3, 1-4, 1-19, FHWA, 10, 2, 1-5, 1-8, 3-7, 3-53, 3-56, 3-60, 3-

Index 11-3 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

62, 4-9, 4-21, 4-83, 7-1, 9-3 I financial, 3-21, 4-21 income, 3-23, 4-21, 4-39, 4-40 floodplain, 3, 20, 25, 2-7, 2-10, 2-11, 2-12, 2-16, industrial, 13, 22, 2-10, 2-11, 3-1, 3-3, 3-4, 3-5, 3-6, 3-43, 3-44, 3-53, 3-57, 3-62, 3-63, 4-1, 4- 3-8, 3-14, 3-39, 3-40, 3-66, 3-67, 3-68, 3-70, 64, 4-65, 4-81, 4-82, 4-83, 4-84, 4-96, 4-98, 4-1, 4-2, 4-20, 4-38, 4-54, 4-56, 4-59, 4-86, 4- 4-99, 5-2, 5-6, 5-12, 5-27, 5-28, 6-9, 6-13, 6- 87, 5-10, 5-13, 5-16, 5-20, 5-21, 5-22, 5-24, 25, 6-42, 6-43, 6-44, 6-45, 6-46, 6-49, 7-4 6-2, 6-3, 6-10, 6-17, 6-19, 6-32, 6-53, 6-54 freeway, 4, 5, 1, 1-6, 1-7, 1-8, 1-9, 2-3, 2-4, 2- Intelligent Transportation System, 6, 2-5, 2-7 10, 5-2, 5-4, 5-36, 6-23, 6-60, 6-64, 7-4, 9-1 ISTEA, 3-24 G L Galveston County, 29, 1-8, 1-10, 1-11, 1-13, 1- land use, 8, 9, 3-1, 3-2, 3-3, 3-4, 3-5, 3-10, 3-66, 14, 1-15, 2-1, 3-1, 3-6, 3-7, 3-8, 3-9, 3-10, 3- 3-67, 3-72, 4-1, 4-2, 4-55, 4-76, 4-98, 4-99, 5- 11, 3-12, 3-13, 3-14, 3-16, 3-19, 3-20, 3-21, 1, 5-2, 5-3, 5-4, 5-6, 5-9, 5-10, 5-12, 5-14, 5- 3-22, 3-23, 3-24, 3-32, 3-37, 3-38, 3-39, 3-41, 15, 5-20, 5-24, 5-29, 5-32, 5-34, 6-2, 6-7, 6-9, 3-48, 3-53, 3-54, 3-55, 3-59, 3-60, 4-6, 4-7, 4- 6-10, 6-13, 6-14, 6-15, 6-18, 6-19, 6-20, 6-23, 14, 4-30, 4-36, 4-37, 4-38, 4-69, 4-74, 4-80, 6-24, 6-25, 6-32, 6-33, 6-34, 6-36, 6-39, 6-47, 5-4, 5-6, 6-5, 6-22, 6-28, 6-32, 6-33, 6-37, 7- 6-48, 6-50, 6-51, 6-53, 6-55 1, 7-6, 7-8, 7-9, 10-3 landscaping, 3-48, 4-71, 4-72, 4-91, 5-30, 5-32, H 5-35, 5-36, 6-10, 6-52 LOS, 3, 7, 1-2, 1-7, 1-8, 2-1, 2-8, 2-9, 2-14, 4- H-GAC, 2, 1-5, 1-19, 2-1, 2-6, 3-1, 3-5, 3-9, 3- 15, 5-18, 6-36 10, 3-11, 3-23, 3-24, 3-39, 4-16, 4-41, 4-42, low-income, 12, 2-5, 4-21, 4-22, 4-23, 4-24, 4- 4-53, 5-5, 5-19, 7-1, 7-2, 7-4, 7-5 25, 4-30, 4-36, 4-37, 6-5, 6-34, 6-39, 6-55 historic, 21, 22, 3-5, 3-19, 3-20, 3-24, 3-45, 3- 54, 3-63, 3-65, 3-66, 3-67, 3-68, 3-69, 4-85, M 4-86, 4-87, 5-1, 5-5, 5-32, 5-33, 5-34, 6-11 METRO, 4, 5, 1-5, 2-1, 2-3, 2-5, 2-6, 5-5, 5-36, historic archeological, 21, 3-65, 3-68, 4-85, 5-32 5-37, 7-1 housing, 9, 11, 1-18, 3-2, 3-8, 3-13, 3-66, 4-5, 4- minority, 12, 3-12, 4-21, 4-22, 4-23, 4-24, 4-25, 10, 4-19, 4-20, 4-21, 4-24, 4-86, 5-12, 5-16, 4-30, 4-37, 6-5, 6-32, 6-34, 6-39, 6-55 5-17, 5-18, 6-3, 6-16, 6-19, 6-33, 6-34, 6-37, mitigation, 18, 19, 1-9, 3-48, 4-3, 4-10, 4-37, 4- 6-44, 6-48, 6-51, 6-52, 6-53 58, 4-66, 4-67, 4-68, 4-73, 4-82, 4-91, 4-92, Housing, 9-1 5-2, 5-23, 5-26, 5-34, 5-35, 6-9, 6-12, 6-15, 6-

Index 11-4 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

47, 6-48, 6-49 3-16, 3-17, 3-18, 3-19, 3-24, 3-34, 3-42, 3-43, MSAT, 15, 3-29, 3-32, 3-34, 3-35, 3-36, 4-42, 4- 3-49, 3-63, 3-71, 4-2, 4-4, 4-5, 4-6, 4-7, 4-8, 43, 4-44, 4-45, 4-46, 4-47, 4-48, 4-49, 4-50, 4-9, 4-13, 4-15, 4-16, 4-18, 4-23, 4-37, 4-38, 4-51, 4-52, 5-20, 5-21, 6-8, 6-25, 6-26, 6-28, 4-40, 4-41, 4-57, 4-61, 4-62, 4-64, 4-65, 4-70, 6-29 4-72, 4-73, 4-77, 4-82, 4-88, 4-90, 4-98, 5-13, 6-3, 6-33, 6-46, 6-47 N NRCS, 3, 9, 2-11, 3-7, 3-8, 3-9, 4-4, 7-1 NAAQS, 3-25, 3-26, 3-27, 3-28, 3-32, 4-41, 4- NRHP, 21, 3-65, 3-66, 4-85, 5-32, 5-33 42, 4-50, 5-21, 5-22, 6-8, 6-25, 6-26, 6-27, 6- O 30, 6-31, 6-53, 6-54 NEPA, 1-1, 3-29, 3-66, 4-37, 4-42, 4-44, 6-12 ozone, 15, 3-25, 3-26, 3-27, 3-28, 4-41, 4-42, 4- newsletters, 4-37, 7-5, 7-6 53, 5-20, 5-21, 5-22, 6-8, 6-25, 6-26, 6-27, 6- No-Build Alternative, 7, 10, 11, 12, 13, 14, 15, 31, 6-53, 6-54 16, 17, 18, 19, 20, 21, 22, 23, 24, 27, 29, 1-8, 2-6, 2-9, 2-14, 3-10, 3-11, 4-1, 4-2, 4-3, 4-5, P 4-6, 4-7, 4-8, 4-9, 4-11, 4-12, 4-13, 4-14, 4- PALM, 21, 22, 3-65, 3-66, 4-85, 4-86 15, 4-16, 4-19, 4-24, 4-39, 4-40, 4-41, 4-51, park, 4, 6, 11, 2-1, 2-2, 2-4, 3-3, 3-5, 3-15, 3-17, 4-53, 4-54, 4-59, 4-60, 4-64, 4-67, 4-69, 4-73, 3-18, 3-19, 3-20, 3-28, 3-37, 3-64, 4-11, 4-14, 4-77, 4-81, 4-84, 4-87, 4-91, 4-94, 4-95, 5-3, 4-18, 5-36, 6-4, 6-54 5-10, 5-11, 5-13, 5-18, 5-20, 5-33, 6-1, 6-18, pedestrian, 4, 6, 14, 2-1, 2-3, 2-7, 3-23, 3-24, 4- 6-19, 6-34, 6-36, 6-39 41, 5-2, 5-19, 6-7, 6-21, 6-38 NOI, 16, 19, 28, 29, 4-57, 4-69, 7-6 permit, 16, 17, 18, 19, 28, 3-42, 3-63, 3-64, 4- noise, 10, 11, 12, 15, 23, 28, 3-36, 4-10, 4-11, 4- 27, 4-58, 4-63, 4-65, 4-67, 4-68, 4-69, 4-79, 14, 4-24, 4-52, 4-54, 4-55, 4-56, 4-57, 4-79, 4-83, 5-34, 6-43, 6-44, 6-49, 7-1 4-90, 4-92, 5-2, 5-22, 5-23, 5-31, 5-33, 5-34, Population, 1-4, 3-9, 3-10, 3-11, 4-5, 6-6 6-1, 6-5, 6-7, 6-13, 6-34, 6-40, 7-7 prehistoric, 21, 22, 3-65, 4-85, 4-86, 5-32 nonattainment, 14, 3-26, 3-27, 4-41, 4-53, 5-20, public involvement, 8, 2-13, 4-6, 4-36, 4-37, 4- 5-21, 6-25, 6-26, 6-27 99, 7-5, 7-7 Northern 2 Alternative, 9, 11, 13, 14, 15, 2-16, public meeting, 4-37, 4-56, 7-2, 7-5, 7-6, 7-7, 7- 3-2, 3-14, 3-17, 3-34, 3-42, 3-63, 4-2, 4-5, 4- 9 13, 4-15, 4-16, 4-37, 4-38, 4-41, 4-65, 4-70, 4-73, 4-82, 4-88, 4-90, 6-3, 6-33, 6-47 R

Northern Alternative, 8, 9, 10, 11, 13, 14, 15, 1- railroad, 3-4, 3-8, 3-14, 3-20, 3-36, 3-37, 3-66, 6, 2-12, 2-13, 2-14, 2-16, 3-2, 3-4, 3-5, 3-14, 3-68, 4-86, 6-3, 6-17, 7-4

Index 11-5 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

RAZ, 3-1, 3-10, 4-6, 4-7, 4-8, 5-4, 6-15, 6-32 97 recreation, 11, 18, 3-3, 3-15, 3-18, 3-19, 3-20, 3- single-family, 10, 22, 3-2, 3-3, 3-4, 3-5, 3-14, 3- 38, 3-39, 3-45, 3-63, 3-68, 4-11, 4-13, 4-14, 36, 3-37, 3-67, 4-10, 4-11, 4-16, 4-17, 4-18, 4-56, 4-67, 5-1, 5-6, 5-7, 5-17, 5-20, 6-4, 6-52 4-19, 5-5, 6-17, 6-33, 6-37, 7-3 relocation, 5, 9, 10, 11, 12, 13, 22, 2-4, 3-15, 4- Social Economic Study Area, 10, 11, 14, 1-4, 3- 5, 4-9, 4-10, 4-16, 4-19, 4-20, 4-21, 4-24, 4- 1, 3-2, 3-10, 3-11, 4-1, 4-2, 4-3, 4-5, 4-6, 4-7, 27, 4-37, 4-88, 4-89, 4-98, 4-99, 6-3, 6-6, 6- 4-8, 4-9, 4-40, 4-41, 5-4 31, 6-34, 6-36 soil, 9, 3-6, 3-7, 3-8, 3-9, 3-43, 3-44, 3-52, 3-59, residential, 3, 5, 9, 10, 11, 12, 14, 15, 23, 3, 1-4, 3-60, 3-62, 3-66, 4-3, 4-4, 4-5, 4-58, 4-59, 4- 1-8, 1-19, 2-4, 2-7, 2-10, 2-11, 3-2, 3-3, 3-4, 87, 4-88, 4-89, 5-13, 5-14, 5-25, 6-2, 6-9, 6- 3-5, 3-11, 3-14, 3-15, 3-47, 3-49, 3-72, 4-2, 4- 11, 6-19, 6-42 5, 4-9, 4-10, 4-11, 4-12, 4-15, 4-16, 4-19, 4- Southern 2 Alternative, 8, 9, 11, 13, 14, 15, 1-6, 23, 4-24, 4-25, 4-40, 4-57, 4-70, 4-74, 4-90, 3-2, 3-14, 3-15, 3-17, 3-42, 3-43, 3-50, 4-5, 4- 4-91, 4-98, 4-99, 5-4, 5-5, 5-6, 5-10, 5-12, 5- 12, 4-13, 4-15, 4-16, 4-23, 4-24, 4-37, 4-38, 13, 5-14, 5-15, 5-16, 5-17, 5-19, 5-20, 5-21, 4-41, 4-66, 4-72, 4-73, 4-88, 4-99, 6-3, 6-33, 5-22, 5-23, 5-24, 5-29, 5-33, 5-34, 5-35, 6-2, 6-47 6-3, 6-7, 6-9, 6-10, 6-16, 6-17, 6-18, 6-19, 6- Southern Alternative, 8, 9, 10, 11, 13, 14, 15, 1- 20, 6-24, 6-32, 6-33, 6-35, 6-36, 6-37, 6-38, 6, 1-7, 2-12, 2-13, 2-14, 2-16, 3-2, 3-5, 3-14, 6-39, 6-45, 6-48, 6-50, 6-53, 7-2, 7-3 3-15, 3-16, 3-17, 3-19, 3-24, 3-34, 3-42, 3-43, retail, 13, 1-4, 1-19, 3-1, 3-11, 3-14, 3-67, 4-2, 3-45, 3-49, 3-50, 3-55, 3-63, 3-71, 3-72, 4-2, 4-20, 4-38, 4-56, 5-4, 5-14, 5-17, 6-2, 6-3, 6- 4-4, 4-5, 4-6, 4-7, 4-8, 4-9, 4-11, 4-12, 4-13, 19, 6-32, 6-33, 6-37, 6-45, 6-48, 6-50, 6-53 4-15, 4-16, 4-17, 4-18, 4-19, 4-23, 4-24, 4-37, 4-38, 4-40, 4-41, 4-57, 4-60, 4-61, 4-62, 4-63, S 4-65, 4-66, 4-70, 4-72, 4-73, 4-82, 4-83, 4-88, safety, 2, 3, 4, 7, 10, 24, 27, 1-1, 1-2, 1-9, 1-10, 4-90, 4-98, 4-99, 5-13, 5-19, 6-3, 6-32, 6-33, 2-9, 2-11, 3-25, 4-3, 4-10, 4-12, 4-14, 4-15, 4- 6-46, 6-47 26, 4-27, 4-36, 4-88, 4-94, 4-95, 5-17, 5-34, South-New Alternative, 8, 9, 11, 13, 15, 21, 28, 6-7, 6-26, 6-39, 7-1 1-6, 1-7, 1-8, 2-13, 2-14, 2-15, 2-16, 3-2, 3-5, school, 3, 11, 13, 26, 2-7, 2-10, 3-3, 3-15, 3-18, 3-14, 3-15, 3-17, 3-18, 3-19, 3-24, 3-34, 3-42, 3-24, 3-33, 3-35, 3-41, 3-67, 3-68, 4-9, 4-11, 3-43, 3-50, 3-63, 3-64, 3-67, 3-71, 3-72, 4-2, 4-12, 4-19, 4-38, 4-39, 4-56, 4-97, 5-5, 5-17, 4-4, 4-5, 4-6, 4-11, 4-12, 4-13, 4-14, 4-15, 4- 6-4, 6-6, 6-37, 6-38, 6-53 16, 4-17, 4-23, 4-37, 4-38, 4-40, 4-41, 4-57, Section 106, 4-86 4-62, 4-63, 4-65, 4-66, 4-70, 4-72, 4-73, 4-82, Section 4(f), 26, 1-1, 3-19, 3-20, 4-14, 4-56, 4- 4-83, 4-84, 4-88, 4-90, 4-99, 6-3, 6-32, 6-33,

Index 11-6 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

6-46, 6-47 2-8, 4-26, 5-4, 5-36, 5-37, 5-38, 6-66, 7-1 system linkage, 1, 3, 1-1, 1-2, 1-3 TSM, 6, 7, 2-4, 2-5, 2-7 TxDOT, 5, 15, 16, 18, 19, 22, 29, 2, 1-1, 1-5, 2- T 3, 2-8, 2-9, 3-10, 3-15, 3-18, 3-19, 3-25, 3-28, TARL, 3-65, 4-85 3-48, 3-63, 3-65, 3-67, 3-69, 3-71, 4-11, 4-13, TCEQ, 3, 16, 17, 28, 29, 2-11, 3-27, 3-28, 3-31, 4-15, 4-17, 4-21, 4-22, 4-24, 4-37, 4-42, 4-43, 3-32, 3-37, 3-38, 3-39, 3-40, 3-41, 3-70, 4-46, 4-44, 4-45, 4-50, 4-51, 4-53, 4-54, 4-55, 4-56, 4-54, 4-57, 4-59, 4-60, 4-61, 4-69, 4-87, 4-93, 4-58, 4-67, 4-68, 4-69, 4-71, 4-72, 4-81, 4-83, 5-8, 5-20, 5-22, 6-8, 6-9, 6-27, 6-28, 6-29, 6- 4-85, 4-87, 4-88, 4-89, 4-91, 4-93, 5-2, 5-3, 5- 30, 6-31, 6-40, 6-54 5, 5-7, 6-6, 6-11, 6-12, 6-15, 6-25, 6-34, 6-37, TDM, 6, 7, 2-5, 2-8 6-38, 6-39, 6-43, 6-44, 6-49, 6-52, 7-1, 7-4, 7- TEA-21, 2 8, 7-9 THC, 3, 2-11, 3-17, 3-18, 3-69, 4-87, 6-11 U threatened, 2, 3, 20, 29, 1-2, 1-9, 1-17, 2-11, 3- 49, 3-50, 3-53, 3-54, 3-55, 3-56, 3-57, 3-58, USACE, 3, 17, 18, 28, 1-11, 1-13, 2-11, 3-41, 3- 3-59, 3-60, 3-61, 3-62, 4-77, 4-78, 4-79, 4-80, 42, 3-45, 4-63, 4-64, 4-65, 4-66, 4-67, 4-68, 4-81, 5-30, 5-31, 6-11 5-26, 5-27, 6-9, 6-45, 6-47, 6-49, 7-1, 7-5 tollway, 1-3, 4-36, 6-20, 6-23 USFWS, 3, 29, 2-10, 3-41, 3-42, 3-43, 3-50, 3- TPWD, 3, 2-11, 3-19, 3-41, 3-45, 3-48, 3-49, 3- 53, 3-54, 4-76, 4-78, 4-80, 7-1 50, 3-53, 4-72, 4-74, 4-78, 4-80, 6-52, 7-1, 7- 2, 7-5 V traffic, 1, 2, 3, 4, 5, 6, 7, 8, 10, 11, 12, 14, 15, vanpool, 4, 6, 2-2, 2-4, 2-6 23, 27, 28, 3, 1-1, 1-2, 1-3, 1-4, 1-5, 1-6, 1-7, vegetation, 19, 3-6, 3-43, 3-44, 3-45, 3-46, 3-47, 1-8, 1-9, 1-10, 1-11, 1-13, 1-14, 1-17, 1-19, 2- 3-48, 3-49, 3-56, 3-58, 3-62, 3-72, 4-63, 4-65, 2, 2-4, 2-5, 2-6, 2-7, 2-8, 2-9, 2-14, 3-1, 3-25, 4-69, 4-70, 4-71, 4-72, 4-73, 4-74, 4-83, 5-1, 3-31, 3-34, 3-36, 3-71, 4-10, 4-11, 4-12, 4-13, 5-7, 5-9, 5-12, 5-14, 5-24, 5-27, 5-28, 5-29, 5- 4-14, 4-15, 4-16, 4-25, 4-27, 4-30, 4-32, 4-42, 30, 5-31, 5-36, 6-10, 6-11, 6-13, 6-42, 6-46, 4-43, 4-45, 4-47, 4-48, 4-52, 4-53, 4-54, 4-55, 6-47, 6-48, 6-49, 6-50, 6-51, 6-52, 6-55 4-57, 4-58, 4-71, 4-75, 4-79, 4-90, 4-92, 4-93, viewshed, 5-35, 6-7 4-95, 5-2, 5-5, 5-17, 5-18, 5-20, 5-21, 5-22, 5- 23, 5-31, 5-33, 5-34, 6-4, 6-5, 6-7, 6-8, 6-10, W

6-25, 6-28, 6-30, 6-34, 6-36, 6-39, 6-53, 6-63, water quality, 15, 16, 17, 18, 24, 28, 3-37, 3-38, 6-67, 7-7 3-39, 3-40, 3-41, 4-57, 4-58, 4-59, 4-64, 4-66, transit, 4, 5, 6, 1-18, 2-1, 2-2, 2-3, 2-5, 2-6, 2-7, 4-68, 4-70, 4-94, 5-1, 5-2, 5-8, 5-23, 5-24, 5-

Index 11-7 Draft Environmental Impact Statement SH 99 Segment B: From SH 288 to IH 45 South

25, 6-9, 6-13, 6-40, 6-41, 6-42, 6-52, 6-53, 6- 3-63, 4-69, 4-70, 4-71, 4-73, 4-75, 4-76, 4-83, 55 4-94, 5-1, 5-2, 5-7, 5-8, 5-22, 5-26, 5-30, 5- wetland, 3, 17, 18, 19, 28, 2-7, 2-10, 2-11, 2-12, 31, 5-32, 6-10, 6-53, 7-1, 7-7 3-41, 3-42, 3-43, 3-44, 3-45, 3-56, 3-72, 4-1, 4-64, 4-65, 4-66, 4-67, 4-68, 4-69, 4-72, 4-73, Z 4-76, 4-77, 4-90, 4-98, 4-99, 5-1, 5-2, 5-7, 5- zoning, 3-3, 3-4, 3-5, 5-6 8, 5-25, 5-26, 5-27, 6-9, 6-13, 6-45, 6-46, 6- 47, 6-48, 6-49, 6-53, 7-3 wildlife, 19, 20, 24, 28, 3-18, 3-19, 3-48, 3-51,

Index 11-8