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Project Information

SH 36 RR Underpass Texas Department of Transportation 1/12/2015 12:58:06 PM

Project Narrative

The need for the project is based upon the following congestion, safety, operations/state of good repair, and economic problems identified below, including: • Population and economic growth; • Safety concerns, in that existing roadway alignments and configurations do not meet current AASHTO standards; • Current truck traffic is at seven percent and expected to increase, • Roadway design deficiencies; • Roadway surface conditions, which in general are rated poor to fair on TxDOT’s 2014 pavement condition scores; and • Drainage shortcomings. The project is on the NHS, is functionally classified as 3: principle arterial, carries seven percent truck traffic, and is a designated hurricane evacuation route. The existing roadway underpass is not anticipated to accommodate future demand. The west side of the area has experienced tremendous growth, especially within the last ten years. Since initial construction of the corridors, roadway design standards have changed. The alignments and configurations are no longer in compliance with current design standards. Requirements for sight lines and vertical clearance and other elements are not sufficient for current design standards. Additionally, initial corridor and intersection construction was not designed for the traffic loads, mix, and configuration they now accommodate. Crash rate calculations from 2010 to 2012 indicate that US 90A exceeded the average statewide crash rate for the highway system, both overall and by roadway type. The roadway is a designated evacuation route and is considered a freight bottleneck. The roadway surfaces have deteriorated, with the pavement condition scores at poor to fair. Trucks are larger, heavier, and capable of carrying heavier loads, and truck traffic has increased along with automobile traffic. The additional loads have accelerated wear on the roadway surfaces. Furthermore, the rail line that crosses US 90A at SH 36 is one of UPRR’s most active lines. Compared to when the overpasses were initially constructed, trains today are longer and carry heavier loads; the current configurations of train loads and lengths have had an impact on the rail overpasses. SH 36 and SH 36/US 90A currently pass under the UPRR tracks. This is problematic for two reasons: it presents several instances of blind curves in both directions of travel, and the depression has created drainage problems. An additional element of this layout is that it does not meet current design standards for highway clearance. In addition, there have been problems with sliding embankment in the area, which may have been aggravated by wet conditions and ground vibrations from trains. These issues have rendered the drainage capacity insufficient to keep the interchange free from flooding during storm events. SH 36/US 90A is a regional facility that is a designated hurricane evacuation route, and the confluence of three state-wide highways (SH 36, US 90A, and US 59 by way of Spur 529). The purposes of the proposed project are: • To accommodate the current and projected growth of the Rosenberg/Richmond and eastern Fort Bend County area; • To accommodate safety considerations throughout the corridor including a designated hurricane evacuation route; • To meet current standards for highway/railroad intersections; and • To improve drainage conditions within the corridor. • The proposed project would also eliminate blind curves in two directions of travel. The project consists of replacing the existing railroad underpass on US 90A at the Union Pacific Railroad in Rosenberg, one of Union Pacific’s most active lines with an elevated bridge. The length of the project is approximately 0.72 miles. This railroad crossing is also part of the proposed replacement at SH 36, CSJ 0187-05-045, a 0.39 mile project, and both projects will need to be constructed in conjunction. In addition, 0089-09-080 must be constructed with the two referenced project since they are the confluence feeding into a set of one-way pair facilities. The Recommended Build Alternative would elevate the entire intersection of SH 36 with US 90A so that SH 36 and the combined SH 36/US 90A cross over the UPRR. This design would eliminate potential safety hazards and drainage inefficiencies. Bicycles would be accommodated on the SH 36 and US 90A bridges over the UPRR. Three project alternatives were taken into consideration: • SH 36 and US 90A Overpass with One-Way Pairs Configuration of Avenue H & I (Recommended Build Alternative) • SH 36 and US 90A Overpass with a Two-Way Configuration of Avenue H would result in three fewer displacements; however, it would not accommodate the current and projected growth of the Rosenberg/Richmond and eastern Fort Bend County area. Also, in this two-way configuration, there is no space within the ROW in which to construct any left-turn lanes/bay on Avenue H, which causes vehicles to back-up behind turning vehicles attempting to turn across oncoming traffic; Therefore, this alternative does not address the issues of congestion at the intersection of SH 36/US 90A and First Street and has been eliminated from further analysis because it does not meet the need and purpose of the proposed project. • No-Build Alternative The three projects at this interchange, SH 36 (0187-05-045), US 90A (0027-06-046), and US 59 by way of Spur 529 (0089-09-080) must be let together; they are contingent upon one another. The other projects (conversion to one-way pairs) connected to this interchange have already let in FY 2015.

Rosenberg_Corridor.pdf

Project Narrative

Yes

Scoping.docx

Environmental Assessment (EA) Please Select Yes An agreement with Union Pacific Railroad is in progress in Austin. All other permits are anticipated to be secured before letting. 06/01/2013 Yes 5 12/03/2015 Yes Utilities have been identified in the corridor that will need to be adjusted. At this time, there are no significant problems or anticipated impacts to the project schedule with respect to utility adjustment and the onset of construction for this project. Typically, the utility provider is responsible for adjustments, and oftentimes TxDOT reimburses the provider for their expenses No

The project is environmentally cleared and a FONSI was approved in June 2014. Public Meeting - October 30, 2003, TxDOT held an open house meeting - April 13, 2004, Public Hearing - April 8, 2014. The project is included in the RTP and therefore, has been through additional public involvement.

01-05-15 - 0187-05-045 - ECOS - approved SH 36 at UPRR.pdf

The Environmental Assessment was 100% complete in October 2014. There was a Finding of No Significant Impact. No USACE permits are required. The PS&E development is at 90%. The project has been mapped, and a total of approximately 2.8 acres of new ROW would be required, which is approximately five parcels. ROW is on-going and the agreement with the County is complete and the State has received the County’s funds for ROW. The project is exempt from conformity in the Regional Transportation Plan. An agreement with Union Pacific Railroad is in progress in Austin.

01-05-15 - 0187-05-045 - Schematic - SH 36 at UPRR.pdf

Map/Location

01-05-2014 - 0187-05-045 - GIS - SH 36 at UPRR.jpg

Project Budget

01-07-2014 - 0187-05-045 - Budget - SH36.xlsx

No

No

Evalutation Questions - Major Investments

Benefit/Cost Methodology

Please attach the completed BCA Excel worksheet and narrative explanation of analyses used

0187-05-045 - BCT - SH 36 at UPRR.jpg.pdf

Life-Cycle Benefit-Cost Analysis Methodology.docx

Narrative Benefits

SH 36 and SH 36/US 90A currently pass under the UPRR tracks. This presents several instances of blind curves in both directions of travel, and the depression has created drainage problems. The underpass also does not meet current design standards for highway clearance. Replacement of the underpass with an elevated bridge would eliminate these concerns. Furthermore, the drainage capacity at this underpass is insufficient to keep the interchange free from flooding during storm events, this is critical considering that this facility is a designated hurricane evacuation route. Flooding at the railroad underpass is a safety concern that would be eliminated by the proposed overpass.

The existing roadway underpass is not anticipated to accommodate future demand. The west side of the area has experienced tremendous growth, especially within the last ten years. According to the U.S. Census Bureau, the cities of Richmond and Rosenberg had a growth rate of approximately 13 and 20 percent, respectively. By 2035, Fort Bend County as a whole is projected to have a population of 737,313 (108.1% growth). Statistics provided by the Fort Bend Independent School District (ISD), Lamar Consolidated ISD, and Needville ISD indicate similar growth. In 1995, student enrollment for the three school districts exceeded 51,000, and in 2005 enrollment exceeded 86,000, a nearly 69% increase. These districts opened 19 new schools during that time. They have plans to accommodate 95,000 students, which will require more schools, as residential development continues within Fort Bend County. The Recommended Build Alternative would elevate the entire intersection of SH 36 with US 90A so that SH 36 and the combined SH 36/US 90A cross over the UPRR. This design would eliminate potential safety hazards and drainage inefficiencies, providing smoother traffic movement and thus reduced congestion. Bicycles, too, would be accommodated on the SH 36 and US 90A bridges over the UPRR in accordance with State/AASHTO standards. Reductions in current and anticipated congestion would not only improve regional economics by easing goods movement and reducing freighting costs, but emergency response times would also improve.

Since initial construction of the corridors, roadway design standards have changed. The alignments and configurations are no longer in compliance with current design standards. Requirements for sight lines, crowning, and other elements exceed what the facilities are able to provide at this interchange. Additionally, initial corridor and intersection construction was not designed for the traffic loads, mix, and configuration they now accommodate. Crash rate calculations from 2010 to 2012 indicate that US 90A exceeded the average statewide crash rate for the highway system, both overall and by roadway type. The roadway surfaces have deteriorated, with pavement conditions ranging from poor to fair according to TxDOT’s 2014 pavement condition scores. Truck traffic is at seven percent and trucks are larger, heavier, and capable of carrying heavier loads, and truck traffic has increased along with automobile traffic. The additional loads have accelerated the deterioration of the roadway surfaces. Furthermore, the rail line that crosses US 90A at SH 36 is one of UPRR’s most active lines. Compared to when the overpasses were initially constructed, trains today are longer and carry heavier loads; the current configurations of train loads and lengths have had an impact on the rail overpasses. SH 36 and SH 36/US 90A currently pass under the UPRR tracks. This is problematic for two reasons: it presents several instances of blind curves in both directions of travel, and the depression has created drainage problems. An additional element of this layout is that it does not meet current design standards for highway clearance. In addition, there have been problems with sliding embankment in the area, which may have been aggravated by wet conditions and ground vibrations from trains. These issues have rendered the drainage capacity insufficient to keep the interchange free from flooding during storm events.

Under the Build Alternative, the SH 36/US 90A intersection would include a fly-over to increase efficiency, bringing the intersection of SH 36/US 90A and Spur 529 up to current design standards. This is anticipated to reduce congestion and improve mobility (both locally and regionally), which would improve goods movement in this heavily trafficked conjunction. The proposed project would be compatible with other proposed and on-going Fort Bend County and City of Rosenberg projects. In addition, the project would provide transportation improvements consistent with regional goals presented in the 2035 RTP Update and the 2015-2018 TIP.

The anticipated resulting decrease in congestion would benefit air quality, and the replacement of the railroad crossing would eliminate the sliding embankments in the area (aggravated by vibrations from trains), which foul storm water. The department’s modus operandi related to natural and cultural resources is avoid, minimize, mitigate. The project’s preferred alternative is not anticipated to result in substantial impacts to environmental or cultural resources. The no-build scenario will have a negative impact on the community in terms of quality of life, mobility, and safety. The project area affects all environmental justice areas including: low income households, non-English households, minority, female head of household, populations over 65, limited education, and no auto households.

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