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Project Information

US 59 South Widening Texas Department of Transportation 1/12/2015 12:45:37 PM

Project Narrative

The need for the proposed project is demonstrated by the following congestion, safety, operations/state of good repair, and economic problems with the current and anticipated conditions of the area, including: • Population and economic growth; • High truck volumes, • Roadway design deficiencies/geometric design insufficient for sight and stopping distances, • Safety concerns, and • Roadway surface conditions/deterioration US 59 is on the National Highway System and is functionally classified as a 2: US Highway and serves both local and through traffic. The project is considered a freight bottleneck. The project was built to standards in 1969. The purpose and need for this project is based upon existing and anticipated conditions of the project area. According to the Texas Water Development Board, the US 59 corridor portion of Fort Bend County (Kendleton to Sugar Land) will absorb aggressive growth between 2010 and 2030 (36%), making growth of residential and commercial development along this corridor accelerate. Anticipated development is expected to be similar to development occurring further north along US 59 in Sugar Land, Stafford, and Missouri City in eastern Fort Bend County, where there has been rapid concurrent residential, commercial, professional, and light industrial development. Such development has a high probability of creating extensive congestion during peak travel times. TxDOT anticipates that between 2008 and 2028 the traffic load for this segment of US 59 will increase by more than 66 percent. This is a conservative estimate, based only on natural growth (people and businesses originating in the area). It does not include growth through inward migration or growth that could come from externalities such as the Interstate 69 project or from growth of surrounding towns and industries. The 1999 US 59 MIS projected that traffic volumes by 2020 would be “nearly three times greater at the Fort Bend/Wharton County line … to what they are today” (TxDOT, US 59 MIS Executive Summary,1999). Finally, the June 1999 MIS study revealed that the geometric design of the existing facility does not meet current TxDOT design standards for sight and stopping distances at the design speeds. This design fault, in conjunction with increasing traffic loads over the next 25 years, will result in a steady decline in safety and mobility along this section of US 59, as well as impacting adjacent sections and feeder roads in similar ways. Since 15% or more of the traffic on this stretch of US 59 is truck traffic, congestion on this segment would decrease the movement of goods through the region. The anticipated increases in congestion would also increase emergency incident response times, as well as having a negative impact on air quality. The purpose of the proposed project is to increase capacity on main lanes and enhance mobility on frontage roads to accommodate local and regional population growth, and to decrease the risk of crashes caused by highway cross-over traffic. Finally, the purpose is also to reconstruct main lanes in order to reduce maintenance costs associated with the aging, heavily used, and congested highway. Since 15% or more of the traffic on this stretch of US 59 is truck traffic, easing congestion by providing additional capacity would promote the movement of goods through the region, increasing economic competitiveness. Decreasing congestion and increasing safety would also increase emergency incident response times, as well as reducing the negative impact on air quality which would increase with the anticipated additional traffic. The TxDOT Houston District is proposing to improve an approximate 12-mile-long section of US 59, from CR 227 (Tom Taylor Road) to Spur 10 (Patton Road/SH 36 Bypass). The majority (and remainder) of the project area, from the San Bernard River to Spur 10 (approximately 10.56 miles), is located in Fort Bend County. The primary characteristics of the proposed project in this application (from west of Darst Road to the Wharton County Line, a 2.4-mile segment) are as follows: • Upgrade the entire facility to interstate highway standards; • Increase the posted speed limit to 65 mph; • Add one general purpose lane in each direction of a concrete barrier-separated freeway; • Standardize lane crowning; • Standardize lane widths to 12 feet; • Standardize drainage rise/run ratios; • Provide 12-foot shoulders on main lanes, 4-foot inside and 4- to 8-foot outside shoulders on feeder roads; • Convert existing two-way frontage roads to one-way operation; extend frontage roads where access is permitted; • Upgrade rural freeway cross section (opposing travel lanes separated by a wide, grassy median). The 4- to 8-foot-wide shoulders on the frontage roads could accommodate bicyclists. The facility is in a predominantly rural setting, with some sporadic, or scattered, development and no substantial pedestrian destinations. No footpaths exist to indicate pedestrian use of this area. However, in compliance with the Americans with Disabilities Act (ADA), the intersections would include painted crosswalks, curb ramps, and ramp landings as well as raised paved islands that would allow for safe crossing of the US 59 corridor by bicyclists and pedestrians. The landings would also serve as tie-ins for future sidewalks along US 59. The proposed Build Alternative would require a minimal amount of new ROW (2.69 acres) in two locations on the north side of US 59 between Isleib Road and LP 540/SP 540. No displacements would be required and ROW will not delay project letting The US 59 MIS steering committee composed of subject matter experts from TxDOT, FHWA, HGAC, METRO, Fort Bend County, and TCEQ selected the preferred alternative after careful analysis and public input. During the MIS public meetings, attendees were encouraged to express their needs and opinions regarding 14 alternatives examined, including one “No-Build” and one “Transportation Systems Management Transportation Demand Management (TSM/TDM) alternative; these alternatives included both Single Occupancy Vehicle (SOV) and High Occupancy Vehicle (HOV) lanes. Comments from the public and subsequent analysis reduced the range of alternatives to nine for in-depth analysis, which were carefully analyzed to arrive at the preferred alternative. The preferred alternative recognized future North American Free Trade Agreement impacts and is compatible with the planned improvements on US 59 north of Spur 10. This alternative is economically feasible and also provides improvements to traffic and safety along US 59, while minimizing environmental and engineering impacts TxDOT is proposing to improve an approximate 12-mile-long section of US 59, from CR 227 (Tom Taylor Road) to Spur 10 (Patton Road/SH 36 Bypass). The majority (and remainder) of the project area, from the San Bernard River to Spur 10 (approximately 10.56 miles), is located in Fort Bend County. Staging of this Fort Bend County segment consists of four projects: 0089-09-058 W of SP 10 to W of Hamlink 0089-09-065 W of Hamlink to FM 360 0089-09-066 W of FM 360 to W of Darst Road 0089-09-067 W of Darst Road to Wharton County Line This application is for the stage from west of Darst Road to the Wharton County Line.

US59S_Corridor.pdf

Project Narrative

Yes

Scoping.docx

Environmental Assessment (EA) Please Select Yes National Wetlands Permit is required. Additional permits may be required but are not anticipated to delay letting. 08/01/2003 Yes 10 09/03/2015 Yes A preliminary utility evaluation has been conducted. Several utilities are located throughout the corridor. Utilities include pipelines, buried/aerial telephone lines, buried fiber-optic, and electrical distribution. Utility relocation can be conducted with minimal disruption in services and will be performed as a normal part of the project construction process. The contractor would be responsible for determining the exact location and TxDOT would reimburse the relocation as required. However, at present, no conflicts with the existing utilities have been encountered. No

Four series of public meetings were held between May 1998 and February 1999 for the MIS. Approximately 330 people the public meetings. Five newsletters were mailed to interested agencies and citizens. A Public Meeting for this project was held July 20, 2004. Based on public comment it was determined that the recommended alignment was accepted and that no further public involvement would need to take place before completion of the EA. A public hearing will occur in early March 2015, and a FONSI will be requested. The project is included in H-GAC’s RTP, which goes through independent public involvement. There are no known controversies on this project.

The Environmental Assessment is 90% complete. The PS&E is 30% complete. Minimal ROW is required. A schematic is attached to this application

01-09-15 - 0089-09-067 - Schematic - US 59.pdf

Map/Location

0089-09-067 - GIS - US 59 from Darst to Wharton Co.jpg

Project Budget

0089-09-067 Budget - US59.xlsx

No

No

Evalutation Questions - Major Investments

Benefit/Cost Methodology

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

0089-09-067 - BCT - US 59.pdf

Life-Cycle Benefit-Cost Analysis Methodology.docx

Narrative Benefits

The current geometric design of the existing facility does not meet current TxDOT design standards for sight and stopping distances at the design speeds. This design fault, in conjunction with increasing traffic loads over the next 25 years, will result in a steady decline in safety and mobility along this section of US 59, as well as impacting adjacent sections and feeder roads in similar ways. The proposed improvements will bring the roadway up to current safe design standards will provide space for the increasing traffic, especially with 156 or more of the traffic as truck traffic, to move more freely, and safety will be improved. The anticipated decrease in congestion due to the proposed improvements would also increase emergency incident response times.

Historic TxDOT traffic count data shows that in 1990, the annual average daily traffic (AADT) for the intersection of US 59 near the Wharton County Line was 17,700 vehicles per day (VPD); the intersection of US 59 at Spur 10 was 19,900 VPD. The 2014 AADT between the Wharton/Fort Bend County Line and Spur 10 was over 38,000 VPD. TxDOT predicts that traffic in this segment will increase to over 70,000 VPD in 2035. This represents an increase of approximately 84 percent between 2014 and 2035. In order to meet the increased population projected for the area, the proposed project would increase the quantity of main lanes and would provide frontage road lanes. These main and frontage road lanes would allow farm vehicles’ use of the highway without impeding the flow of highway-speed motorists. The proposed project would widen the existing divided freeway from four lanes (2 each direction) to six lanes (three each direction). The completed facility would have 12 foot inside shoulders and 12 foot outside shoulders. All travel lanes would be 12 feet wide. The project will include continuous two-lane frontage roads and would close certain at-grade crossings and construct grade separation/interchanges and various other upgrades that would improve mobility and increase safety. The project will improve highway network linkages throughout the project area and Fort Bend County

The June 1999 MIS study revealed that the geometric design of the existing facility does not meet current TxDOT design standards for sight and stopping distances at the design speeds. This design fault, in conjunction with increasing traffic loads over the next 25 years, will result in a steady decline in safety and mobility along this section of US 59, as well as impacting adjacent sections and feeder roads in similar ways. Especially since 15% or more of the traffic on this stretch of US 59 is truck traffic, the roadway could be expected to deteriorate significantly under the anticipated extra load, as well. Furthermore, the only thing that would occur is ongoing maintenance including inspection, minor rehabilitation, pavement edge repair, seal coats and overlays, and other activities such as striping, signing, and patchwork. Upgrading the facility would extend the life of the facility by a minimum of 20 years and more likely 30 years before maintenance needed to begin. Several section of US 59 within this proposed project corridor have pavement conditions that are rated as poor, fair, and good. Several section that are in the more eastern section of the corridor are considered very poor, which some sections are considered to be in very good condition. Consistency of quality and ride is also critical to commuter experience and the flow of goods movement.

The proposed project would increase capacity on main lanes and enhance mobility on frontage roads to accommodate local and regional population growth and decrease crashes caused by highway cross-over traffic. Since 16% or more of the traffic on this stretch of US 59 is truck traffic, easing congestion by providing additional capacity would promote the movement of goods through the region, increasing economic competitiveness.

The no-build alternative does not meet the purpose and need. It would not improve the facility, which would create additional safety, congestion, asset management, and air quality concerns. Especially since 16% or more of the traffic on this stretch of US 59 is truck traffic, easing congestion by providing additional capacity and increasing safety would decrease congestion, reducing the negative impact on air quality caused by the anticipated additional traffic. This project will make improvements for the environmental justice areas of: low income households, minority percentage, populations over 65, and limited education.

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