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Federal Road Alternate Evacuation Route Grade Separation Harris County Precinct 2 1/12/2015 10:29:16 AMProject Narrative
The Federal Road at-grade rail crossing is the site of frequent, lengthy vehicle delays associated with gate arm closures. Vehicle delays in excess of 40 minutes have been noted here, and observed queues have exceeded 3,000 feet in length. This problem is exacerbated by the proximity of PTRA’s 400-railcar American Yard, which is immediately west of the crossing. Rail traffic continues to increase at the crossing, and PTRA is planning to add two additional tracks in this location to accommodate this growth in train movements. In its 2004 Freight Rail Grade Crossing Study, Harris County identified grade separation of this crossing as its top priority recommendation. The report also noted that this location was, and remains, PTRA’s top priority crossing to address, owing to its potential for accidents (reference page III-8). Federal Road is a four lane, median divided boulevard providing a vital connection between the IH 10 corridor and the Washburn Tunnel under the Houston Ship Channel, which provides the only means of crossing the channel between the IH 610 and Beltway 8 bridges. In this role, it also serves as the industrial spine road and evacuation route for major developments along the Ship Channel and elsewhere in Galena Park. It is a principal arterial and a National Highway System route. Federal Road, together with related thoroughfares, including Maxey Road and CE King Parkway, provide an alternate evacuation route north from the SH 225 corridor to the IH 10 and US 90/Alt 90 corridors, as well as points further north and west. At the same time, Federal Road in this location crosses the main line of PTRA’s North District Subdivision, along with an industrial lead track. Nearly all rail traffic to and from properties east of this location make use of this crossing. The Penn City Yard, with the capacity to store 120 railcars, is also east of this location. Constructing the overpass eliminates the recognized delay and safety issues associated with the conflicting vehicular and train movements. Harris County bridge design standards also require the installation of sidewalks in both directions, which will provide a safe pedestrian alternative to crossing the rail lines at-grade. Furthermore, in order to preserve property access within the limits of the grade separation, it will be necessary to construct oversized traffic turnarounds under the bridge on both sides of the PTRA right of way. This will reduce the types of conflicting movements occurring at these existing driveway entrances, thereby lessening the risk of multiple vehicle crashes within the project limits, while preserving local access for large trucks. By creating a safer corridor free of rail-related vehicle delays, it is likely that, over time, traffic diverting to other routes now (e.g., IH 610 and Beltway 8) would begin to use Federal Road as a preferred option. Although this redistribution of latent demand is beyond H-GAC’s present capability to model, it is likely that the improvement to Federal Road will result in some relief from both recurring and nonrecurring congestion problems on these parallel routes. Further, eliminating these large railroad crossing delays on Federal Road will enable the Washburn Tunnel/Federal Road corridor to be integrated with regional evacuation planning, offering an additional route for communities on the west side of Galveston Bay to cross the ship channel. Eliminating the at-grade crossing through grade separation will provide PTRA with unencumbered movement of equipment and personnel within their right-of-way, making their operations safer and more efficient. It also simplifies PTRA’s efforts to increase the number of rail lines in this location, enabling that project to be constructed quicker and with less risk than otherwise would be possible. The project involves construction of a vehicular bridge with pedestrian facilities and approaches on Federal Road over the PTRA North District Subdivision tracks. The bridge will include a raised median, as well as a sidewalk and two travel lanes in each direction. The existing at grade crossing is roughly 0.72 miles north of the Hunting Bayou Bridge on Federal Road. The bridge is required to have a minimum clearance of 23 feet over the two existing and two additional planned future rail lines. Maximum bridge approach grades of five percent will also be required. Access to abutting industrial properties will be maintained by means of oversized, single lane turnarounds on both sides of the 100-ft PTRA right of way. Overall limits of construction will extend roughly 1,500 feet on either side of the rail right of way centerline. The 2004 Harris County report 2004 Freight Rail Grade Crossing Study mentions that an underpass had previously been considered for this location (reference page IV-3). This alternative was “…discounted due to anticipated problems with existing pipeline relocations and potential drainage problems. Hunting Bayou is heavily influenced by the tides, and flooding in this area is common.” Elevating the rail line in this area is also not a viable option, due to the proximity of the American Yard and industrial spurs. Even if the track issues could be resolved, the larger, more costly rail bridge would have to accommodate the planned future tracks in its design, and contend with City of Houston large diameter waterline crossings, as well as other longitudinal and crossing pipelines. With railroad vertical clearance requirements met, the constructability focus became minimizing the impact the bridge foundation and approach ramps would have on existing utilities and pipelines, while staying within the right-of-way and meeting all applicable standards. During the course of preliminary design, two bridge alternatives were considered, including a five (5) span bridge and a seven (7) span bridge. However, each alternative resulted in substantial imported fill material and excessive retaining wall heights, thereby resulting in special wall foundations to mitigate impacts to the 90-inch and 42-inch waterlines. After an analysis of the three alternatives, it was determined that the potential for any cost savings was outpaced by the constructability and potential impacts to existing facilities. After consideration of all design perimeters, the bridge recommended for the project totals nine (9) spans, with seven (7) spans being 130-feet and two (2) spans being 100-feet in length. This yielded a maximum retaining wall height of roughly 12 feet, thereby eliminating special wall foundations and adverse impacts to the water transmission lines.Project Narrative
YesFederal Road_TxDOT Scoping Risk Assessment.zip
Categorical Exclusion (CE) (c)(28) Bridge rehabilitation, reconstruction, or replacement which meets constraints in paragraph (e) Yes An agreement will need to be executed between Harris County and the Port Terminal Railway Association (PTRA) in order to work within the railroad right-of-way. Work would periodically disrupt railroad operations, modify/remove PTRA crossing related appurtenances, and require review and inspection of planned work to ensure conformity with railroad design standards. PTRA is supportive of the project, and Harris County anticipates that such agreement will not be unduly withheld. No other environmental or federal permits are expected to be required. 01/06/2015 No Yes A utility survey of the corridor has been accomplished (see Utility Table, which is Appendix B in attached Draft Categorical Exclusion), which indicated a number of pipeline crossings of the corridor in the vicinity of the rail grade crossing. The grade separation will be designed so as to span these crossings; therefore no pipeline adjustments are anticipated. Harris County will confer with each pipeline owner during project development in order to obtain No Objection letters. Centerpoint Energy transmission and distribution overhead power lines will need to be adjusted to maintain the minimum required 30 feet of clearance over the roadway. Right-of-way documents have been provided to Harris County for review and preliminary determination of fiscal responsibility for adjustments to the transmission facilities. Multiple high voltage transmission towers will require adjustment to provide this clearance; and the cost incurred by the project in affecting these adjustments has been budgeted. Centerpoint Energy will be required to raise the height of the transmission lines to facilitate the grade separation. Additional utility lines within the corridor appear in the progress design drawings in order to identify and avoid potential conflicts with the project. Utility owners have been identified; and coordination with owner representatives to review project impacts is ongoing in comprehensive fashion. Multiple high volume water lines were probed within and crossing the right of way limits. The proposed overpass is being aligned to avoid disturbance of these lines. Yes After project completion, PTRA will have unfettered maintenance and construction access to the rail right of way. The roadway pavement and drainage features, concrete embedded track, flashing light signals (both mast-mounted and cantilevered), bells, automatic gates, active advance warning devices, and control system elements will be eliminated. The grade separation will also facilitate PTRA’s efforts to provide two additional rail lines in this location, and support their overall rail operations north of the Houston Ship Channel. Centerpoint Energy transmission power lines will need to be adjusted to maintain the minimum required 30 feet of clearance over the roadway. Multiple towers may require adjustment or relocation to provide this clearance; and the cost incurred by the project in affecting this adjustment has been budgeted. Centerpoint Energy will be required to raise the height of the transmission lines to facilitate the grade separation. Public involvement activities to date for the project have been associated with the ministerial processes for the Harris County Commissioners Court to authorize the advertisement and award of the design contract, as well as to authorize the TIP application filing and encumbering of local funds. TxDOT, in conjunction with Harris County, prepared a Project Risk Assessment Form for the grade separation, dated October 14, 2014. The form recommended inclusion of a Categorical Exclusion determination as part of the final consultant scope of services. With regard to public involvement, the assessment concluded that “(t)he proposed project does not trigger any mandatory public involvement activities. Although public involvement is not required, it will be implemented if a need arises.” Under such an eventuality, public involvement activities will be planned and carried out in keeping with H-GAC’s Public Participation Plan and applicable provisions of federal, state and local law. Project design work has been initiated and is ongoing. Project is being advanced in keeping with applicable TxDOT Design Criteria. The environmental scoping meeting with TxDOT was held on 9/4/14; and a Categorical Exclusion determination is being pursued for the project. A CE report has been prepared (draft attached) to support the conclusion that the project meets a CE standard. Staff level coordination has also been initiated between Harris County Precinct 2, PTRA, and the City of Houston. Apart from possible construction staging requirements, the project is anticipated to be accomplished entirely within existing municipal and railroad rights-of-way.Map/Location
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