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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

4.

TRANSPORTATION IMPACTS This chapter describes the public transportation and traffic impacts of the Locally Preferred Alternative (LPA) and the build alternatives in comparison to the No Build Alternative.1,2 The chapter is organized into sections describing potential impacts on public transportation, highways, parking, freight train and trucking movements, and bikeways and major pedestrianways. As described in Section 2.3.2 of Chapter 2, Alternatives Considered, the LPA provides for Bus Rapid Transit (BRT) service operating along a line extending from downtown Houston to a terminus on Griggs Road at Beekman Road east of Martin Luther King Boulevard, connecting downtown Houston with the universities area including Texas Southern University (TSU) and the University of Houston (UH), and the Palm Center. The service would operate in diamond lanes in downtown from Louisiana to Polk Street and in exclusive lanes along a fixed guideway alignment on Scott Street, Wheeler Street, Martin Luther King Boulevard, and Griggs Road to the terminus at Beekman Road. The fixed guideway would be constructed for future conversion to light rail transit when warranted by ridership. Travel data used for analysis of impacts were obtained from the Houston-Galveston Area Council (H-GAC) travel demand model. Transit input data and transit ridership estimates were developed using METRO’s long-range travel demand model (EMME/2 model). In general, the roadway impacts have been assessed for a horizon year of 2025. This is consistent with the data available from the H-GAC 2025 Regional Transportation Plan (RTP). The transit impacts have been assessed using a horizon year of 2030 in order to be consistent with the requirements of the Federal Transit Administration.

4.1

Transit Impacts The public transportation impacts of the No Build and build alternatives including the LPA are measured by their effects on route miles, revenue vehicles in service, and vehicle miles and hours of service operated within the study area. These measures form the basis for the transit level of service (LOS) analysis of the LPA and build alternatives. The result of the improvement in LOS under the LPA and build alternatives should be reflected by an increase in the number of transit patrons or riders. Both Light Rail Transit (LRT) and BRT would have the same operating characteristics and as a result the transit impacts for the LRT and BRT alternatives would be the same.

1

2

This FEIS incorporates by reference all technical information, studies, and other public documents produced for the Southeast-Universities-Hobby Corridor Planning Study Alternatives Analysis (AA) and the METRO Solutions Transit System Plan, and DEIS that support the FEIS. These documents are considered part of the environmental compliance record and can be requested for review at the METRO offices. Acronyms and abbreviations are defined at their first use in each chapter. A complete list of acronyms and abbreviations used in this FEIS is contained in Appendix A. Southeast Corridor

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4.1.1

Transit Levels of Service The transit system in 2030 under the No Build Alternative would be comprised almost exclusively of services provided by METRO. However, within the Southeast Corridor the existing campus area shuttle bus services operated by the UH would continue. Under the LPA and build alternatives, the fixed-guideway line would be implemented and minor modifications would be made to the bus routes in the No Build Alternative. These modifications would include: 1) limited reductions in bus headways where the new fixed guideway line would divert passengers from local bus routes; and 2) the elimination of the freeway portion of bus trips that currently serve Southeast Corridor neighborhoods and then travel along State Highway (SH) 288 between the Southeast Transit Center and downtown Houston. Additionally, two new bus routes would be added to support the fixed-guideway services under the LPA and build alternatives. One would be a new bus route connecting the Wheeler Station on the METRORail Red Line with the universities area via Blodgett, continuing via Scott and Elgin Streets to the Eastwood Transit Center. The second new bus route would be a Signature Express Service connecting the Texas Medical Center (TMC) Transit Center to the Southeast Transit Center and continuing to Palm Center and the Gulfgate Mall. The Signature Express Service concept is a form of BRT, not operating within an exclusive guideway, which is intended to employ distinctive buses and special bus stops to provide limited-stop service in mixed traffic or in diamond lanes on arterial streets. As a result of the minor bus route modifications under the LPA and build alternatives:

4.1.2

•

Overall regional route miles operated during peak and off-peak periods would increase by 25.5 miles per day.

•

Revenue vehicles in service would increase by 23 vehicles during the peak period and 26 vehicles during the off peak period.

•

Overall regional vehicle miles and hours of service would increase by 2,562 miles and 127 hours respectively. However, there would be a slight reduction in local bus service vehicle miles (72 miles) and hours of service (6 hours) due to the elimination of duplicate service.

•

The average speed of transit service within the study area would increase slightly (1.66 mph).

Transit Ridership The mode choice model (EMME/2) used by METRO for travel forecasting, estimates the number of person trips by trip purpose (i.e., work and non-work) and by mode (i.e., automobile and transit). The model also estimates the number of trips by mode of access. For automobile trips, the modes of access are drive alone and shared ride with two occupants, three occupants, and four or more occupants. The transit modes of access are walk, park-and-ride (commuter only), and kiss-and-ride (commuter only). The transit trips are expressed in linked transit trips in the region. A linked passenger trip includes all segments of travel from point of origin to point of Southeast Corridor 4-2

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final destination as a single trip, regardless of transfers or intermediate destinations. As such, the number of linked passenger trips provides an estimate of the number of people using the transit system. The results of the forecast of transit ridership indicate that the transit improvements proposed under the LPA and build alternatives would increase the number of transit work trips in the region by 0.59 percent, and transit non-work trips by 1.32 percent. The percentages are small because the transit improvements for the Southeast Corridor would be focused on only a small portion of the overall METRO service area. The results indicate an increase of about 11,650 additional passenger boardings, 34,150 additional passenger miles and 1,117 additional passenger hours under the LPA and build alternatives. 4.1.2.1

Fixed-Guideway Ridership Experience during the first several months of start-up of the METRORail Red Line found that conventional travel demand mode choice models do not capture all of the trips using fixed-guideway transit. To account for the additional trips, supplementary methods were used to forecast what is referred to as “off-model ridership”, or the additional ridership that could not be forecast with METRO’s EMME/2 model. Fixed guideway ridership estimates (boardings) for the LPA and build alternatives were adjusted to account for the additional trips related to special events and non-home based trips that cannot be generated using the conventional modeling process. Table 4-1 presents the forecasts of 2030 average weekday fixed-guideway ridership estimates for the LPA and both alignment options under the build alternatives, the METRORail Red Line, and the total fixed-guideway system using the EMME/2 model and supplementary methods. Table 4-1. Total Average Weekday Fixed Guideway Ridership Build Alternatives/LPA Scott/Griggs Alignment Option

Total

Wheeler-MLK Alignment Option and LPA

METRORail Red Line

Scott/Griggs Alignment Option

Wheeler-MLK Alignment Option and LPA

EMME/2 Model Results

9,930

8,300

42,850

52,780

51,150

NHBa -Direct Demand Trips

2,940

2,940

8,100

11,040

11,040

Special Event Trips

1,030

1,030

3,400

4,430

4,430

-

-

15,000

15,000

15,000

13,900

12,300

69,350

83,250

81,620

Smith Lands Lot Trips Total a

NHB – Non-Home Based Source: METRO/GPC, September, 2005.

The results indicate that total daily ridership in 2030 for the build alternatives with the Southeast Transit Center alignment option via Scott Street and Griggs Road would be approximately 13,900 boardings, while ridership for the LPA would be approximately 12,300 boardings. Overall, total fixed-guideway ridership, including

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the METRORail Red Line, is forecast to be 83,250 for build alternative with the Southeast Transit Center alignment option and 81,620 for the LPA. 4.1.2.2

Fixed Guideway Station Boardings Table 4-2 summarizes the ridership estimates, or station boardings for the LPA and both alignment options under the build alternatives in 2030. Table 4-2. Average Weekday Station Boardings Build Alternatives Scott/Griggs Wheeler-MLK Alignment Option Alignment Option

Station Name Bagby/Capitol Milam (Capitol)/Louisiana (Rusk) Main/Capitol Fannin (Capitol)/Main (Rusk) Crawford/Capitol Austin (Capitol)/Caroline (Rusk) Chenevert (Capitol)/Jackson (Rusk) Dowling/Capitol North Hutchins (Capitol)/South Hutchins (Rusk) Leeland Elgin Cleburne East University MacGregor Park Southmore/Scott Southeast Transit Center Calhoun/Griggs Palm Center Total

2,120 3,240 690 645 475 1,740 870 765 1,670 475 1,210 13,900

1,860 2,910 630 660 495 1,820 1,240 515 545 1,325a 12,000

LPA 2,050 2,550 800 200 200 950 1,850 1,200 500 300 1,700 12,300

a

For this alignment option the Southeast Transit Center would be relocated to the Palm Center Station. Source: METRO/GPC Travel Demand Forecasts, September 2005, January 2006, and November 2006.

The results of the station level analysis for the LPA indicate: •

The Main Street Station (Fannin (Capitol)/Main (Rusk) Station for the LPA), where the Southeast Corridor fixed-guideway line intersects with the METRORail Red Line, would have the highest number of daily boardings;

•

The stations located at Bagby/Capitol (Milam (Capitol)/Louisiana (Rusk) Station for the LPA), Elgin/Scott, and the Southeast Transit center would have more than 2,000 boardings daily; and

The Palm Center Station would have about 1,700 boardings daily. Southeast Corridor 4-4

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4.1.3

Mitigation Measures No mitigation required because the LPA would have not adverse effects on the transit system. The transit service and ridership effects would be beneficial to persons residing and working in the study area.

4.2

Highway and Roadway Impacts This section presents the results of the analysis of the impacts to the highway and roadway system under the LPA and build alternatives in comparison to the No Build Alternative. On a corridor level, the proposed transit improvements would improve mobility by providing an alternative mode of travel to the automobile; as a result, travel by auto may be reduced by the proposed transit improvement. However, at a localized level, some negative impacts may result from: fixed guideway vehicle movements along and across public streets; physical impacts from station and fixed guideway features, pedestrian access to the fixed guideway stations, and changes to the local or express bus service feeding into the proposed fixed guideway stations.

4.2.1

Regional Traffic Impacts Travel on the regional highway system would be anticipated to be only minimally affected by the implementation of the LPA and build alternatives. The inclusion of a park-and-ride facility at the southeastern end of the LPA and build alternatives is anticipated to attract some vehicle trips in the Southeast Corridor to transit. However, the reduction in overall regional vehicle trips is expected to be minimal.

4.2.2

Localized Traffic Impacts Traffic volumes along the principal study area roadways are anticipated to increase at an annual growth rate of 1 percent per year. This growth rate was used to project 2025 peak hour turning movement volumes for use in the intersection LOS analysis and in the projection of 2025 average daily traffic (ADT) volumes. Based on this growth rate and using existing ADT information, forecasted ADT volumes for 2025 were determined for the major roadways in the study area. Figure 4-1 shows the forecasted 2025 ADT volumes for the study area roadways. Forecast 2025 ADT volumes along the roadways outside of the downtown area are projected to range from 18,480 to 30,450 vehicles daily along Scott Street; from 12,840 to 18,800 vehicles daily along Griggs Road; approximately 15,800 vehicles daily along Wheeler Street; and from 7,620 to 15,020 vehicles daily along Martin Luther King Boulevard. These volumes represent an approximate 27 percent increase from the existing ADT volumes observed along these roadways. Traffic volume projections are anticipated to be similar between the No Build, the LPA, and the build alternatives. In the downtown area, traffic volumes would be impacted under the LRT Alternative along Capitol because of the reduction in the number of travel lanes along the roadway. Along Capitol, 40 percent of the westbound through traffic is expected to divert to adjacent roadways. Twenty percent (half of the diverted traffic) is expected Southeast Corridor

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Figure 4-1. Forecast 2025 Average Daily Traffic Volumes

Source: Parsons Brinckerhoff, 2006.

to divert north and travel west along Prairie through the downtown segment. The other 20 percent (half of the diverted traffic) is expected to divert south and travel west along Walker to continue travel through downtown. It is also expected that 40 percent of the vehicles that would make turning movements onto Capitol from the northbound and southbound cross streets would also be diverted to Prairie and Walker. Twenty percent (half of the diverted traffic) is expected to turn at the westbound street prior to Capitol. The other 20 percent (half of the diverted traffic) is expected to travel through the Capitol intersection and turn at the next westbound street. Traffic volumes in the downtown area would not be impacted under the LPA and the BRT alternatives with the alignment on Capitol and Rusk.

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4.2.3

Corridor Street Modifications This section discusses the impacts related to modification of the street system to accommodate the BRT and fixed guideway alignments under the LPA and build alternatives.

4.2.3.1

Locally Preferred Alternative LPA between Louisiana and Polk Street Between Louisiana Street in downtown Houston and Polk Street, BRT vehicles would, for the most part, operate within exclusive diamond lanes for buses, high occupancy vehicles, and right turning traffic. The BRT vehicles would travel north in the left curb lane of York from Polk to McKinney and turn west into the north curb lane of McKinney, then turn north into the east curb lane of Paige to Capitol. On Capitol they would travel west in the north curb lane from Paige to Dowling. From Dowling to Louisiana they would operate in the second lane from the north curb, except from St Emanuel to Chartres where they would use the north curb lane. At Louisiana the exclusive lane would end and the BRT vehicles would maneuver into the left lane and turn south into the left lane on Smith from which they would turn east on Rusk into an exclusive lane next to the parking lane at the south curb. They would travel in that lane from Louisiana to Avenida de las Americas and from Hutchins to Dowling. From Avenida de las Americas to Hutchins and from Dowling to Delano they would use the south curb lane. On Delano they would travel in the southbound general traffic lane to McKinney and then turn left into an exclusive lane along the south curb to Sampson. From there they would turn south into the east (left) curb lane and continue in that lane as it curves into Scott. The exclusive lane would end at Polk Street where the fixed-guideway alignment would begin. The only street improvements needed for the exclusive lanes would be resurfacing plus marking and signing. LPA between Polk Street and Wheeler Street The fixed-guideway alignment would begin at Polk Street. From there it would follow the median of Scott Street to a point about 200 feet north of Wheeler Street where it would curve eastward, across the northbound lanes of Scott Street. This crossing would be controlled by traffic signals or flashing lights with automatic gates. Although Scott Street would be modified to accommodate the fixed-guideway alignment and stations, the existing number of traffic lanes would be maintained. Localized impacts are anticipated at 16 non-signalized intersections along Scott Street because the fixed guideway in the median of the roadway would restrict left-turn and cross street through movements at these intersections. Traffic that currently makes these movements along Scott Street would need to divert to adjacent signalized intersections. While this diversion of traffic is not anticipated to be substantial, the diverted traffic volumes have been accounted for in the analysis. In addition, pedestrian movements across the median at these intersections would be prohibited. These intersections are on Scott Street at Denver, Bell, Pease, Jefferson, Coyle, McIlhenny, Bremond, Dennis, Drew, Tuam, Anita, Rosalie, Simmons, Reeves, Alabama, and Eagle. Southeast Corridor

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LPA between Scott Street and Beekman Road At a point on Scott Street about 200 feet north of Wheeler Street, the fixed-guideway alignment would curve to the east into a new, exclusive right-of-way along the north side of Wheeler Street. It would then continue to a point between Cullen Boulevard and Rockwood, where it would transition across Wheeler Street into an exclusive right-ofway along the south side. That crossing would require control by means of traffic signals or flashing lights and automatic gates. The fixed guideway would cross Cougar Place, Cullen Boulevard, Rockwood Street, and University Oaks Boulevard, in each case at a very short distance from Wheeler Street. These crossings would be controlled by traffic signals which would necessarily include the intersections of these four roadways with Wheeler Street. The existing one lane of travel in each direction would be maintained along Wheeler Street between Scott Street and Calhoun Road. At Calhoun Road, the fixed-guideway alignment would turn south at-grade into the median of Martin Luther King Boulevard. Along Martin Luther King Boulevard, between Calhoun Road and Griggs Road the existing number of travel lanes, two in each direction north Old Spanish Trail and three in each direction between there and Griggs Road, would be retained. Some minor lane width reductions may be necessary. North of the Griggs Road intersection, the alignment would curve to the east, across the northbound lanes of Martin Luther King Boulevard and the westbound lanes of Griggs Road and then continue in the Griggs Road median to Beekman Road. This curve in the alignment would require traffic signals or flashing lights with automatic gates at the crossings north and east of the intersection. Localized impacts are anticipated at five non-signalized intersections along Martin Luther King Boulevard because the location of the fixed guideway in the median of the roadway would restrict left-turn and through movements at these intersections. Traffic that currently makes these movements would need to divert to adjacent signalized intersections. While this diversion of traffic is not anticipated to be substantial, the diverted traffic volumes have been accounted for in the analysis. In addition, pedestrian movements across the median at these intersections would be prohibited except at signalized crossings on the alignment. On Martin Luther King Boulevard these intersections are at Winnetka Avenue, Marietta Lane, Ventura Lane, Albemarle Lane, and Stuyvesant Lane. On Griggs Road the affected intersections would be Cavanaugh Street and Royal Palms. 4.2.3.2

Build Alternatives LRT Alternative between Bagby and St. Emanuel The proposed fixed-guideway alignment in downtown under the LRT Alternative would begin at mid-block on Capitol between Bagby and Smith. Capitol is a one-way westbound street in downtown. The LRT alignment would be located in the center of the street with one lane of traffic on each side of the alignment. At Travis the alignment would transition to the south side of the street and continue to St. Emanuel. To accommodate the in-street LRT alignment, the number of through traffic lanes on Capitol would be reduced in some blocks. Between Bagby and Travis, where the LRT alignment would be in the center of the street, the number of lanes would be reduced to one lane on each side of the fixed guideway. At the transition to the Southeast Corridor 4-8

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south side of the street in the block between Milam and Travis, one lane would be maintained on the north side of the alignment. East of Travis, the trackway alignment would continue on the south side of the street, with two lanes north of the alignment from Travis to Austin and three lanes from Austin to Chartres. East of Chartres, two lanes would be maintained north of the alignment. Left turns would be restricted at most signalized intersections along Capitol in downtown. BRT Alternative between Bagby and St. Emanuel Under the BRT alternative, BRT vehicles would operate on Capitol and Rusk between Bagby and St. Emanuel within reserved lanes for buses, high occupancy vehicles and right turning traffic. On Capitol, the westbound BRT vehicles would maneuver from the south curb lane to the north curb lane at St. Emanuel and continue west to Bagby. At Bagby, they would turn south and then east into the south curb lane of Rusk where they would continue east to St. Emanuel. At St. Emanuel, the vehicles would turn north into the east curb lane then east onto Capitol to St Emanuel. The remaining two westbound traffic lanes on Capitol and the two eastbound lanes on Rusk would be maintained and no improvements would be made to the downtown intersections. Most traffic signals would remain unchanged with the exception of Capitol at St. Emanuel and Capitol and Rusk at Bagby. Build Alternatives between St. Emanuel and Wheeler Street The fixed-guideway alignment under the build alternatives would continue along the south side of the Capitol from St. Emanuel to Paige in the vicinity of the Burlington Northern Santa Fe Railway (BNSF) tracks. Two travel lanes would be provided on the north side of the fixed guideway. The alignment would then turn southeast atgrade and would cross diagonally through several city blocks to Sampson and Scott Streets. At the intersection where Sampson Street turns into Scott Street, the alignment would turn south and continue at grade in the middle of Scott Street to IH-45. The existing median width of 30 feet in this section is of sufficient width to accommodate the fixed guideway while maintaining the existing two lanes of traffic in each direction. For the LRT Alternative, Scott Street would have to be lowered at the freeway bridge crossing, or over-height vehicles would need to be re-routed around the interchange, due to reduced vertical clearance under IH-45 resulting from installation of an overhead contact system. For the BRT Convertible Alternative, Scott Street would not be lowered. After crossing under IH-45, the alignment would continue in the middle of Scott Street to Elgin Street. The existing six lanes of traffic along Scott Street would be reduced to two travel lanes in each direction to accommodate the fixed guideway within the roadway. Protected left-turn lanes and local access needs would be incorporated into the design where appropriate. From the Elgin Street intersection, the alignment would continue south in the median of Scott Street to Wheeler Street. The existing four lanes of traffic would be maintained along the roadway with protected left turn lanes and local access where required. Although the streets outside of downtown would be modified to accommodate the fixedguideway alignment and stations, the existing number of traffic lanes on Scott Street Southeast Corridor January 2007

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would be maintained under the build alternatives. Localized impacts are anticipated at 15 non-signalized intersections along Scott Street because the fixed guideway in the median of the roadway would restrict left-turn and cross street through movements at these intersections. Traffic that currently makes these movements would need to divert to adjacent signalized intersections. While this diversion of traffic is not anticipated to be substantial, the diverted traffic volumes have been accounted for in the analysis. In addition, pedestrian movements across the median at these intersections would be prohibited. These intersections are on Scott Street at Denver, Bell, Pease, Jefferson, Coyle, McIlhenny, Bremond, Dennis, Drew, Tuam, Anita, Rosalie, Simmons, Reeves, Alabama, and Eagle. Build Alternatives between Wheeler Street and Beekman Road The fixed-guideway alignment under the build alternatives would continue south at grade in the median of Scott Street to Griggs Road. The existing four lanes of traffic would be maintained along the roadway with protected left-turn lanes and local access where required. At the Griggs Road intersection, the alignment would curve to the east, cross through the intersection and turn east parallel to the south side of the Old Spanish Trail from Scottcrest Drive to Griggs Road. The location of the alignment off to the side of the roadway would avoid impacts to the number of lanes along Old Spanish Trail through this area. The alignment would enter the median on Griggs Road and continue east on Griggs Road to Beekman Road. The existing median along Griggs Road would allow for the inclusion of the alignment without impacting the number of lanes along the roadway. Localized traffic impacts are anticipated at 20 non-signalized intersections along Scott Street and Griggs Road because the location of the fixed guideway in the median of the roadway would restrict left-turn and cross street through movements at these intersections. Traffic that currently makes these movements would need to divert to adjacent signalized intersections. While this diversion of traffic is not anticipated to be substantial, the diverted traffic volumes have been accounted for in the analysis. In addition, pedestrian movements across the median at these intersections would be prohibited These intersections are on Scott Street at Rosewood, Wichita, Ruth, Wentworth, Arbor, Rosedale, Palm, Gertin, Rio Vista, Julius, Parkwood, and Charleston Streets; and on Griggs Road at Foster, Eastwood, Wayland, Grace, Carol, Shroeder, Cavanaugh, and Royal Palms. Build Alternatives with Wheeler-MLK Alignment Option Under the Wheeler-MLK alignment option, the proposed fixed-guideway would curve to the east beginning at a point about 200 feet north of Wheeler Street and enter the median of Wheeler Street about 200 feet east of Scott Street and then continue in the median to Martin Luther King Boulevard. This curve in the alignment would intercept the northbound lanes of Scott Street north of Wheeler Street and the westbound lanes of Wheeler Street east of Scott Street. The conflicting movements at these mid-block crossings would require control by means of traffic signals or flashing lights and automatic gates. The existing one lane of travel in each direction would be maintained along Wheeler Street on each side of the fixed-guideway alignment. East of Calhoun Road, the alignment would turn south into the median of Martin Luther King Boulevard. Along Martin Luther King Boulevard, the existing number of travel lanes in each direction Southeast Corridor 4-10

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along the roadway would be maintained, although some minor lane width reductions may be necessary. North of the Griggs Road intersection, the alignment would curve to the east from the median of Martin Luther King Boulevard into the median of Griggs Road and would then continue in the median to Beekman Road. This curve in the alignment would require traffic signals or flashing lights with automatic gates to control the crossings north and east of the existing travel lanes along Martin Luther King Boulevard and Griggs Road. Localized impacts are anticipated at eight non-signalized intersections along Wheeler Street and Martin Luther King Boulevard because the location of the fixed guideway in the median of the roadway would restrict left-turn and through movements at these intersections. Traffic that currently makes these movements would need to divert to adjacent signalized intersections. While this diversion of traffic is not anticipated to be substantial, the diverted traffic volumes have been accounted for in the analysis. In addition, pedestrian movements across the median at these intersections would be prohibited except where noted. These intersections are on Wheeler Street at Cougar Place (pedestrian crossing accommodation), Rockwood Drive (pedestrian crossing accommodation), and an access driveway to University Drive, and on Martin Luther King Boulevard at Winnetka Avenue, Marietta Lane, Ventura Lane, Albemarle Lane, and Stuyvesant Lane. Similar to the Southeast Transit Center alignment option on Griggs Road, the non-signalized intersections on Griggs Road at Cavanuagh Street, and Royal Palms would be impacted by the location of the fixed guideway in the median of the roadway. 4.2.3.3

LRT Alternative Maintenance and Storage Facility The LRT Alternative would require a new maintenance and storage facility. The proposed site for the LRT vehicle storage and maintenance facility is located south of the fixed guideway alignment east of Dowling. The land acquisition required for the vehicle storage yard and maintenance center under the LRT Alternative would include some public street rights-of-way. This would require closure or vacating all or portions of several streets within the area of the proposed site. The following street segments are likely to be affected: •

Capitol between Nagel and the BNSF right-of-way

•

Rusk between Delano and the BNSF right-of-way

•

Walker between Paige and the BNSF right-of-way

•

Delano between Rusk and Capitol

•

Paige between Walker and Capitol

•

Ennis between McKinney and the BNSF right-of-way

The potential closure or vacating of the above streets would result in potential changes to the operation of the adjacent intersections. These changes could include the elimination of a leg at an intersection, a reduction in the traffic volumes on the impacted approach, and changes to the stop sign control at the intersections. Any impacts associated with these changes to the intersections in this area would be anticipated to be minor in nature and not create any significant impacts. Southeast Corridor January 2007

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4.2.4

Signalized Intersection Modifications Signalized intersections along the proposed build alternative alignments would be impacted by the inclusion of transit operations along the roadways, however the modifications and impacts would vary based on the technology and the alignment options associated with the build alternatives. In general, the signalized intersections along the fixed guideway alignment would operate on a predictive-priority condition that would allow the parallel through traffic to move during the same signal phase as the fixed guideway vehicle. As a result, the inclusion of the LRT or BRT movements in the signal phase is not anticipated to substantially impact operations along the corridor roadway and at signalized intersections. The inclusion of the fixed-guideway alignment in the roadway network would require all interfaces of LRT or BRT movements with vehicle and general pedestrian traffic be controlled by active devices. That control may be supplemented by passive measures, such as signage warning motorists and pedestrians of an approaching transit vehicle through the intersection. The traffic control devices that have been incorporated into the design of the project will help minimize impacts to the safety of the traveling public as a result of the introduction of new transit movements through intersections.

4.2.4.1

Locally Preferred Alternative LPA between Louisiana Street and Polk Street The operation of BRT vehicles in exclusive diamond lanes along Capitol and Rusk in downtown Houston would not require the implementation of any turning movement restrictions or alteration of existing signal phases. No significant impact to the overall traffic operations along those streets would be anticipated. LPA between Polk Street and Wheeler Street At six existing signalized intersections along this segment left turns from Scott Street across the fixed guideway would be accommodated with a separate signal phase that would provide for a protected only movement. Left turns from Scott Street would not be permitted during any phase serving through traffic in the opposite direction. This additional phase in the signal cycle would have some impact on the overall capacity of those intersections, which are Leeland, Hadley, McGowan, Elgin, Holman, and Cleburne. Two new traffic signals are proposed at currently unsignalized intersections along this segment. The signals would control vehicular and pedestrian movements across the fixed guideway. These intersections are: •

Scott Street and IH-45 Southbound On-ramp

•

Scott Street and IH-45 Northbound Off-ramp

LPA between Scott Street and Beekman Road New traffic signalization with separate left-turn phases is proposed for four intersections along Martin Luther King Boulevard in this segment. Those traffic signals would operate Southeast Corridor 4-12

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with protected only left-turn movements. These intersections are MacGregor Way, Arvilla Lane, Madalyn Lane, and Cortelyou Lane Other intersections along this segment would also require traffic control installations or modifications and physical changes to the existing intersection to accommodate the fixed guideway. These intersections are discussed below: •

Wheeler Street, Calhoun Road, and Martin Luther King Boulevard − The geometry at this intersection already requires a complex signal phasing. That phasing would need to be expanded to include control of the crossing of the southbound lanes of Martin Luther King Boulevard by the fixed guideway. This revised phasing would impact the overall traffic operations at this intersection.

•

Martin Luther King Boulevard and Old Spanish Trail – The fixed guideway would cross Old Spanish Trail at a new signalized intersection midway between the two existing signalized intersections, which would be eliminated. Left turn movements from Martin Luther King Boulevard would be accommodated at the new intersections. BRT movements would be provided an exclusive signal phase that would be inserted into the cycle when an approaching BRT vehicles is detected. Additional right-of-way will be required to accommodate the through and left-turn lanes on Martin Luther King Boulevard, including a median wide enough to accommodate the fixed guideway and a split center platform station. Some of the right-of-way currently occupied by the loop roadways could be released for other purposes.

Five non-intersection guideway crossings would be required. At these locations, Scott Street north of Wheeler Street, Wheeler Street east of Cullen Boulevard, Martin Luther King Boulevard south of Wheeler Street, Martin Luther King Boulevard north of Griggs Road, and Griggs Road east of Martin Luther King Boulevard, vehicle movements across the tracks would be controlled by traffic signals and/or flashing lights and automatic gates. Those devices would be interconnected with nearby traffic signal controllers, which would be programmed to insert a pre-emption sequence into the cycle whenever the crossing control equipment is activated. Additional control devices would be installed to address pedestrian movements on the sidewalks that intercept the fixed guideway. The intersections of Scott Street and Wheeler Street and Martin Luther King Boulevard and Griggs Road would not be physically impacted by the fixed-guideway alignment. As noted however, traffic control at adjacent non-intersection crossings of the fixed guideway may result in minor impacts to the traffic flow, particularly if those crossings are controlled by flashing lights and automatic gates. Signalization at intersections along the fixed guideway would be coordinated to reduce overall operational impacts. 4.2.4.2

Build Alternatives Downtown LRT Alternative between Bagby and St. Emanuel Capacity impacts would occur at a number of downtown intersections along the LRT alignment where there would be no separate lanes for turns across the LRT trackway from parallel lanes. In order to allow the LRT vehicles and through traffic on those roadways to move on the same signal phase, left turns across the LRT trackway Southeast Corridor

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would be prohibited at most signalized intersections on Capitol and diverted to other roadways. The intersections on Capitol where currently legal left turns onto cross streets would be prohibited include Brazos, Smith, Milam, Main, Fannin, Caroline, La Branch, Jackson, Avenida de las Americas, Chenevert, Hamilton, Chartres, St. Emanuel, Hutchins, Bastrop, Dowling, St. Charles, and Live Oak. Downtown BRT Alternative between Bagby and St. Emanuel Under the BRT Alternative, the operation of BRT vehicles in reserved lanes would not substantially impact signalized intersection operations along Capitol and Rusk. Because no turning movement restrictions would be incorporated into the signal operations, no significant impact to the overall traffic operations throughout downtown would be anticipated. Build Alternatives between St. Emanuel and Wheeler Street At five existing signalized intersections along Scott Street south to Wheeler Street, left turns would be accommodated across the fixed guideway with a new left-turn signal that would operate as a protected only phase. This additional phase in the signal operations would have some impact on overall capacity at the intersection. These intersections are on Scott Street at Leeland, McGowen, Elgin, Holman, and Cleburne Streets. Several new traffic signals are proposed under the build alternatives at existing unsignalized intersections along the fixed-guideway alignment between St. Emanuel and Wheeler Street. The intersection operations would control vehicular movements across the fixed guideway through the intersection on separate phases. Pedestrian movements across the fixed guideway at these locations would also be controlled. These locations include the following two intersections: •

McKinney Avenue and Roberts Street

•

Sampson Street and Lamar Street

•

Scott Street and IH-45 Southbound On-ramp

•

Scott Street and IH-45 Northbound Off-ramp

One other signalized intersection in this segment of Scott Street would require traffic control modifications at the existing intersection to accommodate the fixed guideway. At the intersection of Scott and Polk Streets, the median on the north and south legs would be reconfigured so that it would extend into the “shadows” of the northbound and southbound left-turn lanes. This added median width would provide a refuge for pedestrians stranded in mid crossing at the end of the signal phase. The signal phase serving the northbound and southbound left turns at these intersections would be protected only. Build Alternatives between Wheeler Street and Beekman Road At three existing signalized intersections along Scott Street and four existing signalized intersections along Griggs Road under the Southeast Transit Center Alignment Option, left turns would be accommodated across the fixed guideway with a new left-turn signal Southeast Corridor 4-14

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that would operate as a protected only phase. This additional phase in the signal operations would have some effect on overall capacity at the intersections. These intersections are on Scott Street at Blodgett Street, Southmore Street, North MacGregor Way, South MacGregor Way, and Griggs Road; and on Griggs Road at Cullen Boulevard, Calhoun Road, Milart Street, and Martin Luther King Boulevard. Several new traffic signals are proposed along Scott Street and Griggs Road under the Southeast Transit Center Alignment Option. These traffic signals would operate with protected only left-turn movements from Scott Street and Griggs Road across the fixed guideway. These locations include the following three intersections: •

Scott Street and Southmore Boulevard

•

Griggs Road and Milart Street

•

Griggs Road and Beekman Street

At the Griggs Road and Gosforth Street intersection, the location of the guideway through the intersection would require an additional phase to serve the guideway vehicle movements. In addition, on the southwest corner of the Griggs Road and Gosforth Street intersection, a separate set of signals would be needed to control pedestrian movements across the fixed guideway. Other existing signalized intersections in this section would require traffic control modifications to accommodate the fixed guideway. These intersections and the required modifications are listed below: •

Scott Street and Griggs Road − At the intersection of Scott Street and Griggs Road, the signal controller would need to be reprogrammed to accommodate an additional phase into the cycle whenever an approaching transit vehicle is detected. During that phase, all traffic movements would be stopped except for pedestrian movements on the south, east, and west crosswalks and for southbound through-right vehicle movements. The signal phase serving the southbound left turns from Scott Street also would be protected only. Separate signal control would be needed to regulate pedestrian movements across the fixed guideway on the southeast corner.

•

Scottcrest and Old Spanish Trail − At this intersection, the signal controller would need to be reprogrammed to accommodate an additional phase into the cycle whenever an approaching fixed guideway vehicle is detected. During that phase, all vehicle movements would have to be stopped, except right turn movements from Old Spanish Trail. Separate signal control would be needed to regulate pedestrian movements across the fixed guideway on the northwest and southeast corners.

•

The modification of the streets to accommodate the fixed guideway under the Southeast Transit Center alignment option would include the construction of a new street along the south side of the fixed guideway between St. Augustine Street and Gosforth Street. St. Augustine Street, Conley Street, England Street, Sidney Street and Gosforth Street would be closed at the fixed guideway and the new street would provide circulation between these five streets south of the closure. North of the fixed guideway Conley Street, England Street and Sidney Southeast Corridor

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

Street would become short no-outlet streets to provide access to abutting properties. Dupont Avenue would also be closed between St. Augustine Street and England Street as a result of the inclusion of the fixed guideway. Build Alternatives with Wheeler-MLK Alignment Option Under the Wheeler-MLK alignment option, several new traffic signals with separate leftturn lanes are proposed along Martin Luther King Boulevard. These traffic signals would operate with protected only left-turn movements. These intersections are located on Martin Luther King Boulevard at MacGregor Way, Arvilla Lane, Madalyn Lane, and Cortelyou Lane. Other intersections along this alignment option would require traffic control installations or modifications and physical changes to the existing intersection to accommodate the fixed guideway. These intersections as well as the identified modifications are listed below: •

Wheeler Street and University Oaks Boulevard – The currently envisioned location of the proposed University Station would require widening of the Wheeler Street right-of-way through the acquisition of private property to provide space for a center platform and a separate left-turn lane. A new traffic signal with a signal phase serving the westbound left-turn and eastbound u-turn movements operating as a protected only phase would be required.

•

Wheeler Street, Calhoun Road, and Martin Luther King Boulevard − The geometry at this intersection already requires a complex signal phasing. An additional signal phase would be required to accommodate the movements on the fixed guideway. The addition of this phase to the signal cycle will impact the overall traffic operations at this intersection.

•

Martin Luther King Boulevard and Old Spanish Trail – The fixed guideway would intercept Old Spanish trail at a new signalized intersection midway between the two existing signalized intersections. This would affect the lanes available for queuing left turn traffic. Significant revision to the roadway geometry would be needed to minimize the impact of this new intersection. Left turns from Old Spanish Trail would be allowed at the new intersection but left turning traffic from Martin Luther King Boulevard would be accommodated from the existing loop roadway intersections. This would eliminate the need for protected left turn bays and signal phase on Martin Luther King Boulevard at the new centralized intersection. The Arvilla Station would be accommodated across the intersection and would require widening of the Martin Luther King Boulevard right-of-way to provide space for a center platform.

The existing signalized pedestrian crossing at Wheeler and Rockwood would be retained under this alignment option. In addition, three mid-block pedestrian crossings on Wheeler Street and one crossing on Martin Luther King Boulevard are proposed under the Wheeler-MLK alignment option. These proposed crossings would be located along Wheeler Street east of Cougar Place, at University Oaks Boulevard, and east of University Oaks Boulevard near the proposed University Station. The proposed crossing on Martin Luther King Boulevard would be located north of Winnetka Lane. The pedestrian crossing at University Oaks Boulevard Southeast Corridor 4-16

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would be incorporated into the operation of the proposed signal at that intersection location. At all proposed pedestrian crossings, a refuge zone in the proposed median of the fixed guideway should be incorporated into the crossing design to account for any pedestrians stranded when crossing the guideway. Four non-intersection guideway crossings would be required under the Wheeler-MLK alignment option. At these locations, Scott Street north of Wheeler Street, Wheeler Street east of Scott Street, Martin Luther King Boulevard north of Griggs Road, and Griggs Road east of Martin Luther King Boulevard, vehicle movements across the tracks would need to be controlled by traffic signals and/or flashing lights and automatic gates. Those devices would be interconnected with the traffic signal controller at Scott Street and Wheeler Street, which would be programmed to insert a pre-emption sequence into the cycle whenever the crossing control equipment is activated. Additional control devices would be installed to address pedestrian movements on the sidewalks that intercept the fixed guideway. The intersections of Scott Street and Wheeler Street and Martin Luther King Boulevard and Griggs Road under the Wheeler-MLK alignment option would not be physically impacted by the fixed-guideway alignment. As noted however, adjacent non-intersection crossings of the fixed guideway may result in minor impacts to the traffic flow at these intersections, particularly if those crossings are controlled by flashing lights and automatic gates. The intersection operations between these guideway crossings and signalized intersections would be coordinated to reduce overall operational impacts.

4.2.5

Impacts on Level of Service at Intersections Levels of service at signalized intersections during the a.m. and p.m. peak hours in 2025 were identified for the No Build Alternative and the LPA and build alternatives. The analysis was conducted using procedures as described in the Transportation Research Board’s 2000 Edition Highway Capacity Manual (HCM). The results of the analysis are summarized in the following sections. A roadway operating at LOS A through D is considered to be operating at an acceptable condition, while a roadway operating at LOS E or F is considered to be operating at a deficient LOS.

4.2.5.1

Impacts under No Build Alternative A LOS analysis was conducted for signalized intersections in the downtown area and outside of downtown along Scott Street, Griggs Road, Wheeler Street, and Martin Luther King Boulevard under the No Build Alternative in 2025. The purpose of the analysis was to determine what conditions would be in 2025 without the project. The results of the analysis are discussed below. No Build Alternative between Bagby and St. Emanuel Table 4-3 presents the results of the analysis of delay and LOS for signalized intersections in downtown under the No Build Alternative. The signalized intersections analyzed are those on the proposed LRT alignment on Capitol under the LRT Alternative and on Capitol and Rusk under the LPA and BRT alternatives.

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

Table 4-3. No Build Alternative Level of Service Analysis for Signalized Intersections in Downtown AM Peak Intersection

PM Peak

Average Delay (sec/veh)

LOS

Capitol at Bagby

25.0

C

Capitol at Smith

7.9

Capitol at Louisiana

7.6

Capitol at Milam Capitol at Travis

Average Delay (sec/veh)

LOS

25.9

C

A

7.9

A

A

10.9

B

4.7

A

5.8

A

3.3

A

6.5

A

Capitol at Main

20.3

C

14.9

B

Capitol at Fannin

10.8

B

8.0

A

Capitol at San Jacinto

8.8

A

5.5

A

Capitol at Caroline

9.2

A

8.6

A

Capitol at Austin

5.6

A

5.1

A

Capitol at LaBranch

6.1

A

6.2

A

Capitol at Crawford

13.6

B

9.1

A

Capitol at Americas

12.9

B

10.9

B

3.8

A

12.9

B

15.5

B

12.3

B

Capitol at Chartres Capitol at St. Emanuel Rusk at Bagby

12.3

B

13.4

B

Rusk at Smith

10.0

B

10.3

B

Rusk at Louisiana

8.3

A

8.7

A

Rusk at Milam

7.5

A

4.8

A

Rusk at Travis

7.4

A

10.1

B

Rusk at Main

17.0

B

12.9

B

Rusk at Fannin

3.9

A

5.9

A

Rusk at San Jacinto

6.8

A

7.8

A

Rusk at Caroline

8.3

A

9.1

A

Rusk at Austin

6.9

A

5.0

A

Rusk at LaBranch

11.0

B

8.4

A

Rusk at Crawford

6.8

A

1.9

A

Rusk at Americas

15.7

B

11.4

B

Rusk at Chartres

15.1

B

19.7

B

7.2

A

15.8

B

Rusk at St. Emanuel

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

As indicated in the table, all intersections analyzed are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to C for overall operations, with most intersections operating at LOS A or B during both a.m. and p.m. peak hours. Average vehicle delays range from 3.3 seconds/vehicle to 25.9 seconds/vehicle at the signalized intersections during both peak hours.

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No Build Alternative between St. Emanuel and Wheeler Street Table 4-4 presents the results of the analysis of delay and LOS for signalized intersections between St. Emanuel and Wheeler Street under the No Build Alternative. Table 4-4. No Build Alternative Level of Service Analysis for Signalized Intersections between St. Emanuel and Wheeler Street AM Peak

PM Peak

Average Delay (sec/veh)

LOS

Average Delay (sec/veh)

LOS

10.0

B

12.0

B

McKinney at York

12.8

B

13.2

B

Scott at Polk

18.6

B

20.7

C

Intersection McKinney at Sampson

Scott at Leeland & Scott

10.8

B

11.3

B

Scott at Gulf Fwy NSR

18.1

B

21.4

C

Scott at Gulf Fwy SSR

26.6

C

23.1

C

Scott at McGowan

13.0

B

9.5

A

Scott at Elgin

23.2

C

26.7

C

6.0

A

17.9

B

Scott at Cleburne

10.9

B

8.5

A

Scott at Wheeler

8.3

A

14.3

B

Scott at Holman

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

The results of the analysis indicate that all of the intersections are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to C for overall operations, with most intersections operating at LOS B or C during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are expected to range from 6.0 seconds/vehicle to 33.4 seconds/vehicle at the signalized intersections during both peak hours. No Build Alternative on South Scott Street and Griggs Road Table 4-5 presents the results of the analysis of delay and LOS for signalized intersections along Scott Street south of Wheeler Street and on Griggs Road under the No Build Alternative. The results of the analysis indicate that all of the intersections are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to C for overall operations, with most intersections operating at LOS B or C during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are expected to range from 6.6 seconds/vehicle to 32.5 seconds/vehicle at the signalized intersections during both peak hours.

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

Table 4-5. No Build Alternative Level of Service Analysis for Signalized Intersections on Scott Street and Griggs Road AM Peak Intersection

Average Delay (sec/veh)

PM Peak LOS

Average Delay (sec/veh)

LOS

Scott at Blodgett

14.6

B

18.2

B

Scott at N. McGregor

32.6

C

26.1

C

Scott at S. McGregor

12.9

B

9.5

A

Scott at Griggs

12.8

B

10.0

B

OST & Scottcrest

6.6

A

7.0

A

Griggs at Cullen

19.0

B

23.1

C

Griggs at Calhoun

10.3

B

15.0

B

Griggs at MLK

27.7

C

32.5

C

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

No Build Alternative on Wheeler Street and Martin Luther King Boulevard Table 4-6 presents the results of the analysis of delay and LOS for signalized intersections along Wheeler Street and Martin Luther King Boulevard under the No Build Alternative. Table 4-6. No Build Alternative Level of Service Analysis for Signalized Intersections on Wheeler Street and Martin Luther King Boulevard AM Peak

PM Peak LOS

Average Delay (sec/veh)

LOS

C

46.9

D

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

Wheeler at Calhoun/MLK

35.7

D

41.3

D

MLK NB at Old Spanish Trail

19.8

B

24.5

C

MLK SB at Old Spanish Trail

25.5

C

26.8

C

MLK at Arvilla

N/A

N/A

N/A

N/A

Average Delay (sec/veh)

Wheeler at Cullen

33.4

Wheeler at Rockwood Wheeler at University Oaks

Intersection

MLK at Madalyn

N/A

N/A

N/A

N/A

MLK at Cortelyou

N/A

N/A

N/A

N/A

MLK at Griggs

32.5

C

36.7

D

Griggs at Palm Center P&R

N/A

N/A

N/A

N/A

Griggs at Beekman

N/A

N/A

N/A

N/A

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

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The results of the analysis indicate that all of the intersections are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from B to D for overall operations, with most intersections operating at LOS C during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are expected to range from 19.8 seconds/vehicle to 46.9 seconds/vehicle at the signalized intersections during both peak hours. 4.2.5.2

Impacts under the Locally Preferred Alternative and the Build Alternatives A level of service analysis was conducted for all signalized intersections in downtown and outside downtown along the fixed-guideway alignment under the LPA and build alternatives in 2025. The analysis was based on the revised traffic signalized operations needed to accommodate the transit vehicle movements through intersection crossings and modified intersection geometrics as shown on the plan drawings contained in Volume 2 of this Final Environmental Impact Statement (FEIS). The results of the analysis are discussed below. Locally Preferred Alternative LPA between Smith and St. Emanuel Table 4-7 presents the results of the analysis of delay and LOS for signalized intersections in downtown on Capitol and Rusk between Smith and St. Emanuel under the LPA. The analysis assumes that the BRT vehicles would operate in reserved diamond lanes parallel to the adjacent through traffic and that general traffic would be permitted to make right turns from the reserved lanes at intersections and mid-block driveways. The results of the analysis indicate that all of the intersections are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to C for overall operations, with most intersections operating at LOS A or C during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are expected to range from 3.1 seconds/vehicle to 21.3 seconds/vehicle at the signalized intersections during both peak hours. LPA between St. Emanuel and Wheeler Street Table 4-8 presents the results of the analysis of delay and LOS for signalized intersections along the LPA alignment between St Emanuel and Wheeler Street. The analysis assumes that the BRT vehicles would operate in reserved lanes between St. Emanuel and Polk Street, except on Delano, and that general traffic would be permitted to make right turns from the reserved lanes at intersections and mid-block driveways. Between Polk Street and Wheeler Street, the BRT vehicles would operate in exclusive lanes along the fixed guideway on Scott Street. The results of the analysis indicate that all of the intersections are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to D for overall operations, with most

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

Table 4-7. LPA Alignment between Smith and St. Emanuel Level of Service Analysis for Signalized Intersections Intersection Capitol at Smith Capitol at Louisiana Capitol at Milam Capitol at Travis Capitol at Main Capitol at Fannin Capitol at San Jacinto Capitol at Caroline Capitol at Austin Capitol at LaBranch Capitol at Crawford Capitol at Americas Capitol at Chartres Rusk at Smith Rusk at Louisiana Rusk at Milam Rusk at Travis Rusk at Main Rusk at Fannin Rusk at San Jacinto Rusk at Caroline Rusk at Austin Rusk at LaBranch Rusk at Crawford Rusk at Americas Rusk at Chartres

AM Peak Average Delay (sec/veh) 8.0 8.7 5.0 3.8 21.3 11.1 9.1 10.1 6.4 7.1 14.7 15.0 3.9 10.2 15.0 8.1 9.2 17.2 3.9 6.8 8.5 6.4 16.0 6.9 15.5 15.3

LOS A A A A C B A B A A B B A B B A A B A A A A B A B B

PM Peak Average Delay (sec/veh) 8.7 12.0 6.9 7.0 16.0 8.8 5.5 9.8 5.9 5.9 9.3 11.5 13.0 10.2 8.7 5.2 10.7 15.1 6.2 8.2 10.2 4.8 9.0 3.1 11.9 20.4

LOS A B A A B A A A A A A B B B A A B B A A B A A A B C

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

Table 4-8. LPA Alignment between St. Emanuel and Wheeler Street Level of Service Analysis for Signalized Intersections AM Peak Intersection

Average Delay (sec/veh)

PM Peak LOS

Average Delay (sec/veh)

LOS

Capitol at St. Emanuel

15.1

B

14.9

B

Capitol at Dowling

13.7

B

4.1

A

Capitol at St. Charles

8.2

A

8.2

A

Capitol at Live Oak

9.1

A

12.4

B

Rusk at St. Emanuel

19.8

B

14.3

B

Rusk at Dowling

26.4

C

16.2

B

Rusk at St. Charles

9.2

A

9.4

A

Rusk at Live Oak

9.0

A

9.9

A

9.4

A

9.5

A

13.6

B

13.2

B

McKinney at Delano McKinney at Sampson McKinney at York

13.3

B

5.7

A

Scott at Polk

22.9

C

29.1

C

Scott at Leeland & Scott

17.1

B

22.3

C

Scott at IH-45 NSR

20.8

C

28.9

C

Scott at IH-45 SSR

42.6

D

20.2

C

Scott at McGowan

15.3

B

13.9

B

Scott at Elgin

28.2

C

33.6

C

Scott at Holman

21.1

C

25.4

C

Scott at Cleburne

15.8

B

12.0

B

Scott at Wheeler

20.1

C

22.2

C

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

intersections operating at LOS A, B or C during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are expected to range from 4.1 seconds/vehicle to 42.6 seconds/vehicle at the signalized intersections during both peak hours. LPA between Scott Street and Beekman Road Table 4-9 presents the results of the analysis of delay and LOS for signalized intersections along the LPA alignment between Scott Street and Beekman Road. The results of the analysis indicate that all of the intersections are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to D for overall operations, with most intersections operating at LOS A or C during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are expected to range from 0.9 seconds/vehicle to 49.0 seconds/vehicle at the signalized intersections during both peak hours.

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

Table 4-9. LPA Alignment between Scott Street and Beekman Road Level of Service Analysis for Signalized Intersections AM Peak Intersection

Average Delay (sec/veh)

Wheeler at Cullen Wheeler at Rockwood Wheeler at University Oaks

PM Peak LOS

Average Delay (sec/veh)

LOS

30.2

C

28.8

C

2.0

A

5.4

A

6.9

A

4.4

A

Wheeler at Calhoun/MLK

42.3

D

49.0

D

MLK at Old Spanish Trail

25.8

C

27.5

C

MLK at Arvilla

16.0

B

5.5

A

MLK at Madalyn

0.9

A

1.1

A

MLK at Cortelyou

2.5

A

2.4

A

MLK at Griggs

35.3

D

44.0

D

Griggs at Palm Center P&R

7.2

A

8.2

A

Griggs at Beekman

2.8

A

3.4

A

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

Build Alternatives LRT Alternative in Downtown Table 4-10 presents the results of the analysis of delay and LOS for signalized intersections in downtown under the LRT Alternative with the proposed fixedguideway alignment on Capitol. The LOS analysis for the signalized intersections on Capitol assumes that the vehicles along the LRT trackway would operate through the intersections concurrently with parallel through traffic. Left turns across the trackway would be prohibited at most intersections. While no physical impacts are anticipated to occur along Rusk under the downtown LRT alignment, minor fluctuations in localized travel patterns are anticipated as a result of the diversion of traffic. These fluctuations are not anticipated to impact the operations of the intersections. The results indicate that overall levels of service at most intersections on Capitol under the LRT Alternative with the downtown LRT alignment would remain similar to those conditions identified under the No Build Alternative. This is a result of the diversion traffic from Capitol as a result of the reduction in number of through traffic lanes on Capitol under the LRT Alternative. With the diversion of traffic, all of the intersections on Capitol are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to C for overall operations, with most intersections operating at LOS A or B during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are projected to range from 2.8 seconds/vehicle to 24.7 seconds/vehicle during both peak hours. Because of the reduction in number of through traffic lanes on Capitol under the LRT Alternative, traffic is expected to divert to Prairie which parallels Capitol. A LOS analysis was conducted for the signalized intersections on Prairie to determine the impacts of the diverted traffic from Capitol. The results of this analysis are presented in Table 4-11.

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

Table 4-10. LRT Alignment in Downtown Level of Service Analysis for Signalized Intersections on Capitol AM Peak Average Delay (sec/veh)

Intersection

PM Peak Average Delay (sec/veh)

LOS

LOS

Capitol at Bagby

15.9

B

24.7

C

Capitol at Smith

8.9

A

7.8

A

Capitol at Louisiana

8.1

A

11.5

B

Capitol at Milam

2.8

A

14.1

B

Capitol at Travis

6.5

A

15.4

B

Capitol at Main

14.3

B

16.5

B

Capitol at Fannin

8.7

A

8.3

A

Capitol at San Jacinto

6.9

A

5.7

A

Capitol at Caroline

9.4

A

11.8

B

Capitol at Austin

7.8

A

5.4

A

Capitol at LaBranch

7.6

A

6.0

A

Capitol at Crawford

9.5

A

8.1

A

Capitol at Americas

18.1

B

11.6

B

Capitol at Chartres

6.4

A

13.7

B

16.3

B

14.5

B

Capitol at St. Emanuel

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

Table 4-11. LRT Alignment in Downtown Level of Service Analysis for Signalized Intersections on Prairie AM Peak

Intersection

PM Peak

Existing (2004)

2025 No Build Alternative

2025 LRT Alternative

Average Delay (sec/veh) LOS

Average Average Average Average Average Delay Delay Delay Delay Delay (sec/veh) LOS (sec/veh) LOS (sec/veh) LOS (sec/veh) LOS (sec/veh) LOS

Existing (2004)

2025 No Build Alternative

2025 LRT Alternative

Prairie at Bagby

17.1

B

18.2

B

21.0

C

31.2

C

37.2

D

36.5

D

Prairie at Smith

13.8

B

14.8

B

13.7

B

8.9

A

10.6

B

11.0

B

Prairie at Louisiana

12.9

B

14.1

B

16.2

B

12.7

B

15.9

B

19.9

B

Prairie at Milam

18.6

B

20.0

C

18.7

B

15.0

B

16.4

B

15.9

B

Prairie at Travis

26.7

C

27.6

C

28.8

C

25.6

C

26.7

C

28.8

C

Prairie at Main

8.6

A

8.2

A

10.6

B

7.7

A

8.0

A

8.5

A

12.2

B

12.8

B

11.9

B

11.0

B

11.1

B

11.2

B

9.1

A

11.5

B

13.8

B

8.0

A

10.2

B

10.9

B

Prairie at Caroline

17.8

B

18.2

B

17.2

B

12.6

B

12.9

B

14.4

B

Prairie at Austin

10.3

B

9.6

A

6.2

A

5.3

A

5.5

A

5.1

A

Prairie at LaBranch

16.4

B

18.8

B

19.7

B

12.3

B

13.0

B

13.6

B

Prairie at Crawford

0.4

A

0.3

A

0.0

A

0.9

A

0.9

A

0.6

A

Prairie at Fannin Prairie at San Jacinto

Source: METRO Southeast Corridor DEIS, Capitol Avenue Option Traffic Analysis, September 29, 2004.

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

As indicated in the table, all signalized intersections on Prairie are expected to operate at acceptable levels of service (i.e., LOS D or better) with the inclusion of the diverted traffic from Capitol. BRT Alternative in Downtown Table 4-12 presents the results of the analysis of delay and LOS for signalized intersections in downtown under the BRT Alternative with the proposed downtown BRT alignment on Capitol and Rusk. The level of service analysis for the signalized intersections on Capitol and Rusk assumes that the BRT vehicles would operate in reserved diamond lanes parallel to the adjacent through traffic. Right turns from the reserved diamond lanes for general traffic would also be permitted at intersections. Table 4-12. BRT Alignment in Downtown Level of Service Analysis for Signalized Intersections on Capitol and Rusk Intersection Capitol at Bagby Capitol at Smith Capitol at Louisiana Capitol at Milam Capitol at Travis Capitol at Main Capitol at Fannin Capitol at San Jacinto Capitol at Caroline Capitol at Austin Capitol at LaBranch Capitol at Crawford Capitol at Americas Capitol at Chartres Capitol at St. Emanuel Rusk at Bagby Rusk at Smith Rusk at Louisiana Rusk at Milam Rusk at Travis Rusk at Main Rusk at Fannin Rusk at San Jacinto Rusk at Caroline Rusk at Austin Rusk at LaBranch Rusk at Crawford Rusk at Americas Rusk at Chartres Rusk at St. Emanuel

AM Peak Average Delay (sec/veh)

LOS

24.9 8.0 8.4 4.8 3.5 20.3 10.5 8.9 9.5 6.0 6.2 13.1 13.5 3.8 16.1 12.3 10.2 8.7 7.5 7.5 17.2 4.1 6.8 9.0 5.9 16.2 6.4 15.3 15.1 6.9

PM Peak Average Delay (sec/veh)

C A A A A C B A A A A B B A B B B A A A B A A A A B A B B A

26.2 8.7 12.0 6.0 6.5 15.4 8.2 5.4 9.1 5.2 5.8 9.2 11.1 12.8 12.6 10.3 10.2 8.4 5.2 9.9 13.8 6.2 7.8 9.8 4.5 8.3 2.2 11.2 19.7 15.8

LOS C A B A A B A A A A A A B B B B B A A A B A A A A A A B B B

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

The results indicate that overall intersection levels of service at most intersections on Capitol and Rusk would remain similar to those conditions identified under the No Build Alternative. This is a result of the similar operations at intersections under the No Build and BRT alternatives. All of the intersections on Capitol and Rusk are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to C for overall operations, with most intersections operating at LOS A or B during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are projected to range from 2.2 seconds/vehicle to 26.2 seconds/vehicle during both peak hours. Build Alternatives between St. Emanuel and Wheeler Street Table 4-13 presents the results of the analysis of delay and LOS for signalized intersections along the proposed fixed guideway alignment between St. Emanuel and Wheeler Street under the build alternatives. Table 4-13. Build Alternatives Alignment between St. Emanuel and Wheeler Street Level of Service Analysis for Signalized Intersections AM Peak Intersection Capitol at St. Emanuel Capitol at Dowling

PM Peak

Average Delay (sec/veh)

LOS

Average Delay (sec/veh)

22.6

C

19.9

B

7.0

A

9.9

A

LOS

Capitol at St. Charles

13.1

B

8.9

A

Capitol at Live Oak

18.9

B

17.1

B

McKinney at Sampson

7.8

A

7.9

A

McKinney at York

8.1

A

8.5

A

Scott at Polk

25.0

C

26.1

C

Scott at Leeland & Scott

17.1

B

22.3

C

Scott at IH-45 NSR

20.4

C

25.3

C

Scott at IH-45 SSR

38.0

D

19.6

B

Scott at McGowan

15.7

B

13.9

B

Scott at Elgin

34.3

C

33.6

C

Scott at Holman

16.3

B

25.4

C

Scott at Cleburne

14.1

B

10.3

B

Scott at Wheeler

20.1

C

22.2

C

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

The results of the analysis indicate that all of the intersections are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to D for overall operations, with most intersections operating at LOS B or C during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are expected to range from 7.0 seconds/vehicle to 38.0 seconds/vehicle at the signalized intersections during both peak hours.

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

Build Alternatives between Wheeler Street and Beekman Road Table 4-14 presents the results of the analysis of delay and LOS for signalized intersections along Scott Street and Griggs Road south of Wheeler Street. Table 4-14. Build Alternatives Alignment between Wheeler Street and Beekman Road Level of Service Analysis for Signalized Intersections AM Peak Intersection Scott at Blodgett Scott at Southmore Scott at N. McGregor

Average Delay (sec/veh)

PM Peak LOS

Average Delay (sec/veh)

LOS

B

23.0

C

14.8 3.4

A

6.7

A

39.7

D

27.6

C

Scott at S. McGregor

31.8

C

17.8

B

Scott at Griggs

21.8

C

19.2

B

Old Spanish Trail & Scottcrest

8.0

A

8.3

A

Griggs at Cullen

20.8

C

24.8

C

Griggs at Calhoun

10.5

B

19.1

B

Griggs at Milart

4.3

A

4.7

A

Griggs at MLK

31.0

C

34.0

C

Griggs at Palm Center P &R

6.9

A

8.4

A

Griggs at Beekman

3.2

A

3.5

A

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

The results of the analysis indicate that all of the intersections are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to D for overall operations, with most intersections operating at a LOS B or C during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are expected to range from 3.2 seconds/vehicle to 39.7 seconds/vehicle at the signalized intersections during both peak hours. Build Alternatives with Wheeler-MLK Alignment Option Table 4-15 presents the results of the analysis of delay and LOS for signalized intersections along Wheeler Street and Martin Luther King Boulevard under the Wheeler-MLK alignment option. The results of the analysis indicate that all of the intersections are expected to operate with acceptable overall levels of service during both the a.m. and p.m. peak hours. Levels of service range from A to D for overall operations, with most intersections operating at a LOS C during both the a.m. and p.m. peak hours. Average vehicle delays for all the intersections are expected to range from 1.6 seconds/vehicle to 48.3 seconds/vehicle at the signalized intersections during both peak hours.

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

Table 4-15. Build Alternatives with Wheeler-MLK Alignment Option Level of Service Analysis for Signalized Intersections AM Peak Intersection Wheeler at Cullen Wheeler at Rockwood Wheeler at University Oaks Wheeler at Calhoun/MLK

Average Delay (sec/veh)

PM Peak LOS

Average Delay (sec/veh)

LOS

36.5

D

48.3

D

1.6

A

5.0

A

5.8

A

4.2

A

41.5

D

49.0

D

MLK NB at Old Spanish Trail

23.5

C

28.7

C

MLK SB at Old Spanish Trail

24.6

C

28.6

C

MLK at Arvilla

9.8

A

5.2

A

MLK at Madalyn

1.6

A

1.0

A

MLK at Cortelyou MLK at Griggs

2.8

A

2.2

A

34.0

C

44.0

D

Griggs at Palm Center P&R

7.2

A

8.2

A

Griggs at Beekman

3.2

A

3.6

A

Source: Parsons Brinckerhoff and Gunda Corporation, 2006.

4.2.6

Station Traffic Impacts Localized increases in traffic volumes would occur at stations with parking facilities for passengers arriving by automobile; however only one station associated with the build alternatives has associated parking facilities. A total of 11 stations are proposed under the LPA. Depending on the alignment and mode variation, a total of 10 to 15 stations are proposed under the Build Alternative. The one station under the LPA and build alternatives that would include parking for passengers is the proposed Palm Center Station on Griggs Road east of Martin Luther King Boulevard. The Palm Center Station is proposed to have 325 surface parking spaces. This lot would generate approximately 244 vehicular trips in the a.m. peak period and 221 trips in the p.m. peak period. A major portion of the auto traffic to and from the Palm Center Station is estimated to access the station from IH-610. Vehicular traffic to/from IH-610 is expected to travel along Griggs Road for the two blocks between the freeway and station parking lots. The addition of the station traffic is expected to have only minor impacts on the IH-610 frontage road intersections with Griggs Road, and on the Griggs Road intersections in the vicinity of the station.

4.2.7

Mitigation Measures Mitigation measures for impacts on signalized intersections have been identified and included in the traffic design and signal operations for the LPA. The measures to be implemented at signalized intersections include the following: •

A corridor-wide 90-second cycle length;

•

Optimized signal timing splits at each intersection; Southeast Corridor

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

4.3

•

A corridor-wide interconnected coordinated traffic signal system;

•

New traffic signal controllers, pedestrian controls, and signage at signalized intersections;

•

Traffic signal phasing operations with a special fixed guideway vehicle phase; and

•

Protected left turn phases for traffic turning across the fixed guideway from parallel lanes.

•

METRO Police would continue to coordinate with state and local authorities on public safety and traffic within the corridor. Educational programs to alert the traveling public of the presence of new transit vehicles will be conducted in the corridor.

Impacts on Railroads Under the build alternatives, a short section of non-operational railroad tracks along Walker near Ennis would be eliminated. Because the tracks along Walker are currently non-operational, the removal of the tracks is not expected to impact the operations of the railroad or service to customers of the railroad and, therefore, no mitigation would be required. The LPA would not require the elimination of the railroad tracks at this location. Additionally, the LPA and build alternatives would end east of Martin Luther King Boulevard on Griggs Road and would not have any impact to the existing at-grade railroad crossing of the Union Pacific Railroad (UPRR) and BNSF railroads near the intersection of Griggs Road and Long Drive. No mitigation would be required.

4.4

Parking Impacts Construction of the LPA and build alternatives will require the removal of both onand off-street parking. This section identifies the location of parking to be eliminated, anticipated impacts of the elimination of this parking, and mitigation to be implemented, where feasible, for replacement of parking. The No Build Alternative would have no impact to parking.

4.4.1

Removal of Off-Street Parking Off-street parking consists of designated parking spaces on property adjacent to the LPA and build alignments. Off-street parking may be provided for customer usage to support businesses of for residences. No for-fee parking facilities would be affected. Under the LPA and build alternatives, property in the form of right-of-way will be acquired in order to provide for the appropriate cross-section of the fixed guideway and adjacent roadways. The spaces would be eliminated from facilities supporting specific commercial properties that would be acquired for the project and from the UH in the segment between Elgin Street and Wheeler Street. Off-street spaces will also be removed from the Palm Center for use as a parking garage for the proposed

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

station at this location. The impact at Palm Center is expected to be minimal because of the excess parking at this site.

4.4.2

Removal of On-Street Parking The parking impacts under the LPA are summarized below by segment: •

Downtown LPA – In the downtown area, on-street parking would be eliminated along the north curb of Capitol and the south curb of Rusk at the station platforms and in blocks where the diamond lane would be next to the curb. On Capitol the north curb lane would be reserved for BRT vehicles from Paige to Dowling and from St Emanuel to Chartres. On Rusk the south curb lane would be exclusive to BRT vehicles from San Jacinto to Caroline, from Avenida de las Americas to Hutchins and from Dowling to Delano Access to existing off-street parking facilities and loading docks would not be materially affected since general traffic would be able to utilize the BRT reserved diamond lane for right turns. Also, vehicles exiting from existing parking garage structures will be able to cross the BRT reserved lanes to enter the roadway.

•

LPA between Delano Street and Polk Street – The exclusive BRT lanes would be located next to the curb along the streets in this segment and parking in those lanes would be eliminated. The affected lanes are the west side of York from Polk to McKinney, the north side of McKinney from York to Paige, the east side of Paige from McKinney to Capitol, the west side of Delano from Rusk to McKinney, the south side of McKinney from Delano to Sampson, the east side of Sampson from McKinney to Lamar and the east side of Scott from Lamar to Polk. Access to existing off-street parking facilities and loading docks would not be substantially affected since general traffic would be able to utilize the reserved lanes for right turns. Also, vehicles exiting from existing parking garage structures will be able to cross the BRT reserved lanes to enter the roadway.

•

LPA between Polk Street and Wheeler Street – As previously noted, on-street parking is largely prohibited along Scott Street. In the areas with on-street parking is permitted it is limited to non-peak hours due to the use of the existing curb lane along Scott Street for peak period travel. As a result of this limitation, mid-day and overnight parking along Scott Street is generally low. The impacts to on-street parking as a result of the location of the fixed guideway alignment along Scott Street between Polk Street and Wheeler Street are expected to be minimal. One area of minor impact will be the section of Scott Street between the IH-45 interchange and Rosalie Street where non-peak parking is available along both sides of the roadway. A field review of the parking utilization indicates little use of the parking spaces during daytime hours (Gunda, 2004). Therefore, the impact of the reduction of parking in this area is expected to be minimal.

•

LPA between Scott Street and Beekman Road – Along Wheeler Street from Scott Street to Martin Luther King Boulevard on-street parking is not currently permitted along either side of the roadway, except in the section between Scott Street and Cullen Boulevard where parking is permitted during the evening hours. Given that the fixed guideway would have its own right-of-way between Scott Street and Calhoun Road there would be no meaningful impact on the current parking patterns. Along the segments of Martin Luther King Boulevard Southeast Corridor

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

and Griggs Road where the fixed guideway would be constructed, no on-street parking is currently permitted. Consequently, the inclusion of the fixed guideway along those roadway segments would not impact on-street parking. The parking impacts under the build alternatives are summarized below by segment: •

Downtown LRT Alternative – In the downtown area, all curb loading zones and on-street parking along Capitol would be eliminated under the LRT Alternative. The reduction in the number of travel lanes along Capitol and the location of the LRT trackway along the south curb from Travis to the east would require the elimination of loading and parking zones to reduce interference with the through traffic lanes. The elimination of the on-street parking along Capitol would eliminate the existing parking meters and associated revenue from the existing parking space utilization. Existing parking garage access and loading dock driveways connecting to Capitol would need to be accommodated across the LRT trackway in areas where the adjacent travel lane has been eliminated.

•

Downtown BRT Alternative – In the downtown area, all curb loading zones and on-street parking along the north curb of Capitol and the south curb along Rusk would be eliminated under the BRT Alternative. The elimination of curb-side parking and loading zones along the identified side of each roadway is required for the inclusion of the BRT reserved diamond lanes. The elimination of the onstreet parking along the north curb on Capitol and the south curb on Rusk would eliminate the existing parking meters and associated revenue from the existing parking space utilization. Access to existing parking garage access and loading dock driveways would be maintained since general traffic turning vehicles will be able to utilize the BRT reserved diamond lane for right turns. Vehicles exiting from existing mid-block driveways will be able to turn across the BRT reserved diamond lane to enter the roadway.

•

Build Alternatives between St. Emanuel and Wheeler Street – As previously noted, there is generally no on-street parking permitted along Scott Street. In the areas with on-street parking, the parking is limited to non-peak hours due to the use of the existing curb lane along Scott Street for peak period travel. As a result of this limitation, daytime and overnight parking use along Scott Street is generally low. The impacts to on-street parking as a result of the location of the fixed guideway alignment along Scott Street between St. Emanuel Street and Wheeler Street under the build alternatives are expected to be minimal. One area of minor impact will be the section of Scott Street from south of the IH-45 to Rosalie Street where non-peak parking is available between the 2300 and 3000 blocks, along both sides of the roadway. A field review of the parking utilization indicates little use of the parking spaces during daytime hours (Gunda, 2004). Therefore, the impact of the reduction of parking in this area is expected to be minimal.

•

Build Alternatives with Base Alignment Option – There is generally no on-street parking permitted along Scott Street south of the Wheeler Street intersection. In the areas with on-street parking, the parking is limited to non-peak hours due to the use of the existing curb lane along Scott Street for peak period travel. As a result of this limitation, daytime and overnight parking use along Scott Street is low. The impacts to on-street parking as a result of the location of the fixedguideway alignment along Scott Street under the Southeast Transit Center Southeast Corridor 4-32

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Final Environmental Impact Statement Chapter 4 − Transportation Impacts

alignment option under the build alternatives are expected to be minimal. Along Griggs Road from Cullen Boulevard to Martin Luther King Boulevard, there are currently no signs for parking restrictions along either side of the roadway. The location of the fixed guideway alignment along Griggs Road through this area would require the elimination of all existing on-street parking and loading zones. Access to driveways along the roadway, however, would not be impacted because of the location of the fixed guideway in the median of the roadway. •

4.4.3

Build Alternatives with Wheeler-MLK Alignment Option – Along Wheeler Street from Scott Street to Martin Luther King Boulevard, no on-street parking is permitted along either side of the roadway. One section of non-daytime on-street parking is located between Scott Street and Cullen Boulevard. Due to this restriction and the lack of adjacent supporting land uses, parking during the evening hours is limited and any impacts from the inclusion of the fixed guideway along the roadway would be minimal. Along Martin Luther King Boulevard between Wheeler Street and Old Spanish Trail no on-street parking is currently permitted and the inclusion of the fixed guideway along the roadway would not alter parking regulations in this section.

Mitigation Measures The impact of the removal of parking under the LPA will be primarily limited to the downtown area. The impact will be partially mitigation through the enhancements made in the blocks along the alignment. The restriping and reconfiguration of onstreet parking could result in some new spaces. Removal of off-street parking from commercial properties acquired by the project will be mitigated through compensation to property owners. The parking spaces removed at the UH and Palm Center will be partially mitigated through restriping and reconfiguration of existing parking.

4.5

Impacts on Bicycle and Pedestrian Facilities Impacts to bicycle and pedestrian facilities would be minor and limited to perpendicular crossings at existing roadway intersections. The LPA and build alternatives would not introduce any new barriers along the proposed alignment. There would be no impact to the signed, shared-lane bicycle routes on Wheeler Street, between Scott and Cullen Road, and on Griggs Road, from Scott Street to Mykawa Road, because in both locations sufficient right-of-way would be available or obtained to preserve the existing number of traffic lanes, while the fixed guideway would be added as exclusive transit lanes. No mitigation would be required.

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CHAPTER 5 ENVIRONMENTAL CONSEQUENCES

Southeast Corridor