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Project Information

Spur 10 Widening Texas Department of Transportation 1/12/2015 1:00:31 PM

Project Narrative

The need for the proposed project is demonstrated by the following congestion, safety, operational/state of good repair, and economic problems: • Improved operational efficiency and safety, • Correct roadway deficiencies, hydraulics/drainage, shoulders • Hurricane evacuation • Current truck traffic is at 24% • Facility is considered a freight bottleneck • Improved intermodal relationship with the Port of Freeport • Continued and anticipated growth and development Spur 10 is on the National Highway System and is functionally classified as 3: Principle Arterial, it carries 24 percent truck traffic, is a designated hurricane evacuation route, and is considered a freight bottleneck. Land use in the project area is largely vacant, developable land with small amounts of residential, commercial, and multiple use land. SH 36 and SS 10 are designated hurricane evacuation routes that serve key connections between Brazoria and Fort Bend County. Spur 10 directly connects SH 36, US 59, US 90A, and the western section of SH 36 north of US 90A. Currently, Spur 10 is a two-lane undivided roadway. The capacity is not sufficient to address current and projected demand and it is not sufficient to provide an acceptable level of service during an evacuation event. The current LOS for an evacuation event is F. Fort Bend County has experienced tremendous growth over the past 10 or more years. Increasing population and its proximity to Houston, make it attractive for growth. While not as dramatic as Fort Bend County, Brazoria County also has experienced notable growth over the past 10 to 20 years. Drainage is insufficient to address storm water runoff in low lying areas and flooding occurs hindering vehicular and freight movement. The purpose of the proposed project is to increase capacity and mobility and to improve the roadway design of the Spur 10 and SH 36 facilities. Additional travel lanes will accommodate projected increases in traffic volumes/demand and facilitate hurricane evacuation. Improving the existing roadway design by adding dedicated turning lanes and improving intersections will better accommodate turning movements along the corridor, thus improving safety, efficiency, and mobility in the project area for local traffic and heavy truck traffic from the Port of Freeport, which is at 24 percent a significantly high volume. This project is phase two of a two part project and is 4.752 miles in length and requires the widening of SP 10 from existing two lanes to four-lane rural non-freeway facility including bridge structures over creeks. The existing roadway is generally an undivided two-lane roadway with open ditches. The existing ROW varies from 80 to 325 ft along the project route. Within the project limits, Spur 10 and SH 36 currently consist of an at-grade undivided two-lane roadway with shoulders and roadside ditches. The proposed facility type for Spur 10 would be a rural four-lane divided roadway with four 12-ft lanes, two 10-ft outside shoulders, two 8-ft inside shoulders and a 68 to 81-ft depressed grassy center median. The majority of the project would be functionally classified as either a rural principal arterial facility, urban facility connecting links to rural arterials, or other urban principal arterial facilities. The proposed roadway for rural areas would consist generally of an open ditch section with four 12-ft lanes, two 10-ft outside shoulders, two 8-ft inside shoulders and a 68 to 81-ft depressed grassy center median. For urban areas, the roadway would generally consist of four 12-ft lanes, a 14 to 16-ft flush median (center left-turn lane) with either ditches or a curb and gutter (C&G) design. The proposed project would generally follow the existing vertical and horizontal alignment except in areas where changes are required for design and safety standards or engineering/environmental constraints. Flush medians would allow for continuous left turning movements in urban areas, a noted access management treatment. Turn lanes and crossovers would allow for turning movements throughout the divided rural roadway areas of SH 36. The intersections of SH 36 at Spur 10, SH 36 at FM 1301, and SH 36 at FM 2004 would be redesigned above-grade (grade separated), either in the current construction project or in future designs, while all other intersections would remain at grade. Additionally, the Brazos River Diversion Channel Bridge, currently a four-lane bridge, would not be altered during the construction of this project. Several alternative alignments were investigated for the Spur 10 (Hartledge/ Gerken Road) roadway improvements, including widening existing Hartledge/Gerken Road and Alternatives A, B, C, D, and E within the Spur 10 project area. The no-build alternative was also considered. Both design and environmental constraints were evaluated in determining the preferred alignment. A. Spur 10 Spur 10 would connect to SH 36 at the northern end of the project and would extend northwest and tie into the existing Spur 10 north of US 59. Widen Existing Hartledge Road (Preferred) The proposed improvements to Spur 10 within the project limits of this alternative would consist of a four-lane divided rural roadway with a grassy median and open ditches along approximately 4 miles of the existing Hartledge Road alignment. The median openings would allow for left-turn movements; intersections would remain at grade. This alternative is the preferred alternative because it would not only accommodate the future traffic and safety needs of the area, but it would use the existing roadway rather than building a new roadway. By using the existing roadway, there would be a significant decrease in environmental impacts, ROW acquisition, and bisecting of properties. The preferred intersection would include an interchange allowing the SH 36 traffic to flow continuously on an overpass over Spur 10, whereas the Spur 10 traffic would have access onto SH 36 by signalized frontage roads. Other design options were considered for this intersection; however, they were not feasible once environmental and design impacts were quantified. Alternative A This alternative is a new location alternative northwest of the existing Hartledge Road and would include constructing Spur 10 on new location approximately 2,000 ft (0.38 mi) to the northwest of existing Hartledge Road from US 59 to the abandoned Southern Pacific Transportation Corporation Railroad (SPTC RR) easement. Alternative A would run parallel with the existing Hartledge Road until reaching the SPTC RR at which point it would connect to the existing SH 36 by one of three other alternatives, C, D, or E. This alternative was not preferred due to costs and environmental impacts that would result from constructing on new location which would require 220 ft of proposed ROW. Costs would be greater for this new location alternative than the other alternatives evaluated in this area. Additionally, the environmental impacts and bisecting of farmlands were also greater for this alternative. A Limited Public Meeting held in September 2000 for the Spur 10 project area also showed that the general public was not in favor of constructing a new roadway. Alternative B Alternative B is a new location alternative southeast of existing Hartledge Road. This alternative was also not warranted for the same reasons as Alternative A. This alternative included constructing Spur 10 on new location approximately 2,600 ft (0.49 mi) to the southeast of the existing Hartledge Road from US 59 to the abandoned SPTC RR easement. Alternative B would also run parallel with the existing Hartledge Road until reaching the SPTC RR at which point it would connect to the existing SH 36 by one of three other alternatives C, D, or E. Alternatives C, D, and E Alternatives C, D, and E are new location alternatives south of the SPTC RR Easement. These alternatives were considered connecting alternatives south of the abandoned SPTC RR easement. These alternatives were also proposed on new location with 220 ft of ROW. These alternatives were quantified and compared independently from Alternative A, Alternative B, and existing Hartledge Road. Alternative C, from the point at which Alternative A intersects the railroad easement, would travel south along the SPTC RR easement for approximately 2,000 ft (0.38 mi) and then turn southwest off of the easement and travel approximately 1.7 mi until it intersects with SH 36. Alternative C would be a continuation of Alternative B as it crosses over the railroad easement and then turns southwest to connect to SH 36. Alternative D, from the point at which Alternative A intersects the SPTC RR easement, would travel south along the easement for approximately 1.52 mi and then turn southwest and travel for approximately 1.33 mi until it intersects SH 36. Alternative D, from the point at which Alternative B intersects the SPTC RR, would travel approximately 3,000 ft (0.57 mi) along the easement and then turn southwest off of the easement for approximately 1.33 mi until it intersects with SH 36. Alternative E, from the point at which Alternative A intersects the SPTC RR, would travel approximately 2.18 mi along the easement and then turn southwest off of the easement and travels approximately 0.9 mi until it intersects SH 36. Alternative E, from the point at which Alternative B intersects the SPTC RR, would travel approximately 1.33 mi along the railroad easement before turning southwest off of the easement and traveling approximately 4,500 ft (0.85 mi) until it intersects SH 36. These alternatives were not carried forward because of the increase in costs due to construction on new location and ROW acquisition, bisecting properties, farmlands, and residential communities, and a substantial increase in environmental impacts due to the number of additional stream crossings, forested areas and floodplain crossings. All of the connecting alternatives would have required, at varying amounts, the use of the abandoned railroad easement which is currently owned by Reliant Energy-HL&P. Costs to purchase this property were not economically feasible for this proposed project. The entire 55-mile corridor covered by the Environmental Assessment (SH 36 and Spur 10) would be divided into segments during construction, and these segments may be further divided into phases where overpasses would be constructed. Construction of Spur 10 is in two phases. Phase 1 project is currently under construction and involved the segment of the corridor from US 59 South to SH 36 and was let to contract in FY 2013. It consisted of new-location facility and removal of existing Spur 10/Hartledge Road. The project in this application is Phase 2 of the Spur 10 corridor. Phase 2 involves the construction of an additional two lanes parallel to the Phase 1 project, which will bring Spur 10 to a total of 4 lanes in each direction from US 59 South to SH 36. Frontage roads may be constructed first at these overpasses to allow for uninterrupted traffic flow while the main lanes are under construction. The proposed project would generally follow the existing vertical and horizontal alignment except in areas where changes are required for design and safety standards or engineering/environmental constraints. Flush medians would allow for continuous left turning movements in urban areas, a noted access management treatment. The intersections of SH 36 at Spur 10 would be redesigned above-grade (grade separated), either in the current construction project or in future designs, while all other intersections would remain at grade. Additionally, the Brazos River Diversion Channel Bridge, currently a four-lane bridge, would not be altered during the construction of this project. This application represents only the widening of the segment of the corridor from US 59 South to SH 36 to 4-lane divided rural (Phase 2).

SH36_Corridor.pdf

Project Narrative

Yes

Scoping.docx

Environmental Assessment (EA) Please Select Yes National Wetlands Permit received 9/9/2013. 06/01/2008 Yes 5 09/01/2018 Yes Utilities were identified and utility meetings conducted with the utility owners at different design milestones during the PS&E development for phase 1 of the SP 10 corridor. Utility conflict with the phase 2 project would be minimal as most of the conflicting utilities would be adjusted or relocated prior to or during phase 1’s construction. There are no serviceable rail facilities, other than those associated directly with the Port, which would not interfere with construction of the proposed project. Typically, utility relocations are performed by the provider, with TxDOT reimbursement if eligilble No

9/1999 - The first round of two public meetings was held at Needville High School and one at Brazoria Intermediate School. 9/2000 - a Limited Public Meeting for the Spur 10 project area was held to present several alternatives for Spur 10/Hartledge Road. 11/2000 - The second round of three public meetings was held at Needville High School, First Baptist Church of Brazoria, and the Brazosport High School in Freeport. The purpose of these meetings was to present three proposed alternatives for the SH 36 alignment, including Spur 10. 2/2001 - The second Limited Public Meeting was held for the town of Jones Creek. The purpose of this meeting was to present alternatives for the SH 36/Farm-to-Market Road (FM) 2004 interchange just north of the town of Jones Creek as well as present several roadway design options through the town of Jones Creek. 4/2001 - a third round of three public meetings was held to present the preferred alignment to the public. 6/2001 - a third Limited Public Meeting was held for the town of Jones Creek to present a refined alignment of SH 36 through Jones Creek.

FONSI received June 2014. Minimal ROW is required. Schematic of the SP 10 corridor was developed and reviewed by TxDOT’s Design Division. PS&E has not been developed for this phase 2 project. Since the majority of ROW had been acquired for phase 1 construction work, the PS&E development for this Phase 2 project could be accelerated and would not affect a 2019 or earlier letting should the project receive funding.

0187-05-048 - Schematic - SP 10 from US 59 to SH 36 S of Rosenberg.pdf

Map/Location

0187-05-048 - GIS - SP 10 from US 59 S to SH 36.jpg

Project Budget

0187-05-048 - Budget - SP10.xlsx

No

No

Evalutation Questions - Major Investments

Benefit/Cost Methodology

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

0187-05-048 - BCT - SP 10 from US 59 S to SH 36.pdf

Life-Cycle Benefit-Cost Analysis Methodology.docx

Narrative Benefits

The proposed project would eliminate the existing unsafe, undivided roadway by creating a divided roadway with a grassy center median or center left-turn lane that separates oncoming traffic and provides safe storage for turning movements in a dedicated center left turn lane, a noted access management technique. Additionally, the improvements would address other public safety and roadway and drainage deficiencies that exist along the roadway. The project would help to safely accommodate significant truck traffic / goods movement. There are also numerous unsafe and less desirable intersections that would be improved by adding grade separations and improved roadway design at various locations within the project limits. Spur 10 would connect directly with the existing Spur 10 north of US 59 to allow traffic to continue northward. The proposed roadway improvements are intended to improve the capacity and efficiency of the roadway primarily for use as a hurricane evacuation route. This route is shown in the Hurricane Contingency Planning Guide, published by the Division of Emergency Management (Texas Department of Public Safety, 1999).

In addition to improving the operational efficiency and safety conditions of SH 36 and Spur 10, the upgrading is warranted based on projected population growth both north and south of the project corridor, current and projected economic growth and development in the region, and the resulting projected increase in traffic volumes within the project limits. The existing SH 36 and Spur 10 facilities are two-lane, undivided roadways. The capacity of these roadways is not sufficient to meet the roadway and safety standards for a hurricane evacuation route. The current LOS for the existing Spur 10 roadway during a hurricane evacuation is a level F. The current LOS under normal conditions is typically a level C or better. However, the H-GAC’s 2006 Texas Metropolitan Mobility Plan predicts that the LOS will be a level F by 2025 and lists the SH 36 facility on the Prioritized List of Projects. The improvements would address the traffic volume increases projected for the year 2025.

SH 36 and Spur 10 would be designed to current roadway standards for a hurricane evacuation route. Spur 10 and SH 36 roadway improvements warrant changes to the existing design for roadway deficiencies. The geometry of the intersections would be upgraded by straightening out the skew angle of the intersections. For Spur 10, improved roadway hydraulics would increase the capacity of drainage features and allow for more positive flow of storm water runoff in low-lying areas to help prevent flooding. The hydraulic design in some areas would be improved to increase the capacity of drainage features in low lying areas and bring the roadway to or above the 100-year flood level. Additionally, roadway designs would be upgraded to meet current standards. These designs include increasing the lane widths from 10 feet (ft) to 12 ft, adding shoulders, and flattening the existing unsafe, steep ditch side slopes. The bridges along SH 36 and Hartledge/Gerken Road are also deficient for highway standards of a designated hurricane evacuation route. These bridges do not have adequate railings, widths or structural capacities, and would have to be upgraded to current standards for the proposed roadway improvements. All of these deficiencies would be corrected extending the life and quality operation of the facility.

SH 36 serves as a major transportation route for trucks importing and exporting commercial and industrial supplies to the Port of Freeport. Current truck traffic on Spur 10 is at a staggering 24 percent. Both facilities (SH 36 and Spur 10) service local and through traffic including traffic from the Port of Freeport. The Port of Freeport is located at the intersection of SH 36 and FM 1495, the southern terminus of the project. Trucks transporting goods to and from this facility use SH 36 as a major north/south route. The Port is expected to grow both in facility size and import/export traffic in the future. In the U.S., the Port of Freeport is currently ranked 24th in the US for foreign tonnage, down from 13th in foreign tonnage in 2007 and 30th in total tonnage down from 23rd in total tonnage in 2007. The Port’s current economic impact to the region and Texas is $17.9B annually and contributes 13,362 direct jobs and 27,656 indirect jobs to the region and Texas. The Port currently operates on 186 acres of developed land, has 7,000 acres of undeveloped land, 18 operating berths, and has plans for future expansion including a 1,300 acres multi-modal facility, two multi-purpose 1,600 foot berths on 50 feet of water and two dockside 120,000 sq. ft. transit sheds. The expansion of SH 36 would help to serve the Port and this area of the project by means of increased roadway capacity and safety considerations for the traveling public.

The Department’s modus operandi related to natural and cultural resources is: avoid, minimize, mitigate. This project/preferred alternative is not anticipated to result in unmitigated negative affects to the natural, cultural, or human environment. The preferred alternative would have minimal impact on noise, air, and water quality. The preferred alternative represents an optimal gain in roadway efficiency, LOS, and safety and minimizes construction costs and environmental impacts. The No Build scenario will, however, have a negative impact on the community as traffic will increase, causing congestion, and a general deterioration of mobility and pavement conditions. The build alternative will provide more and safer capacity and improvement travel time, while providing better linkages to key cross streets. In addition, hurricane evacuation will be impaired because of facility constraints. In addition, law enforcement and emergency services would have a more efficient facility with which to perform their duties and freight will move more efficiently in/out of the Port. The improvements will also service several environmental justice areas include: low income, populations over 65, no auto households, minority, and limited education. Easing congestion would reduce adverse impacts to air quality in the nonattainment area.

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