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West Belt Improvements - Houston Multimodal Access Downtown East (MADE) Phase I Gulf Coast Rail District 1/12/2015 6:15:05 PM

Project Narrative

Problem - Train Holds The 2007 TxDOT Houston Region Freight Study identified that railroad operators do not hold trains on the West Belt Subdivision between South GH&H Junction and the Terminal Subdivision at Tower 26. The railroads impose such restrictions on themselves to avoid blocking grade crossings with stopped trains in this 3 mile segment that has 12 at-grade crossings. Within the Houston region’s interconnected belt rail system, holds on one segment impact other parts of the network. The East Belt Subdivision and the Glidden Subdivision which connect directly to the West Belt are also impacted by the West Belt train holds. Adjacent roadways along all three subdivisions are subsequently subject to longer blockages as trains move slowly approaching the West Belt. Problem - Train Size Houston is home to some of the highest mixed manifest train counts throughout the country. Manifest train size is currently at 91 cars for Union Pacific, which is basically a 6,500' train. Union Pacific's current network is being built and designed for 8,000 to 9,000 feet. Problem – Delays at Crossings This stretch of the West Belt Subdivision averages approximately 30 trains per day in today's economic and operating environment. The 2013 H-GAC Regional Goods Movement Study forecasted that rail freight volumes to and from the Houston-Galveston area are expected to increase by 43% between 2007 and 2035. It remains unclear as to whether this study accurately forecasted the recently robust freight rail volumes associated with increased economic activity in the Houston region as well as several announced capital investments in the region. A Union Pacific Railroad presentation in November 2013 highlighted that commodities with significant growth opportunities predominate in the Houston area. • Energy and byproducts • Drilling materials • Chemicals • Mexico imports/exports The presentation noted that Houston is consistently UPRR’s highest volume service unit. The Joint BNSF/UP Dispatching Center in Spring dispatches more than 100 trains per day in the Houston Terminal complex, of which the West Belt Subdivision is a central component. The forecasted growth in rail activity and train size will significantly impact the adjacent roadway network. • TTI impedance model data shows the societal cost of delay at the 6 railroad crossings included in the project to total $97.2 million through 2040. • Currently, first responders operating in the East End must navigate blocked crossings on a regular basis and flooding during major storm events. Improved drainage associated with construction of the grade separations will reduce flooding. Grade separated roadways will provide reliable access at all times, including storm events. Outcome – 9,000 foot train slot The 2007 TxDOT Houston Region Freight Study (HRFS) recommended the rail capacity enhancement project entitled “Remove Hold Restrictions between Tower 26 and Cullen Boulevard”. The study analyzed all of the crossings between Tower 26 and Cullen Boulevard and determined all to be potential closures or grade separations which could allow railroad operators to stop on this rail segment without impacting roadway mobility. • The elimination of six grade crossings on the West Belt Subdivision would create an approximate 9,000' sealed corridor between Runnels Street on the north and Leeland Street on the south. The 9,000' sealed corridor will create a train slot that will enhance train movement fluidity in the Houston Metro area by enabling train dispatchers to move trains closer to their destinations. Outcome – Eliminate 6 at-grade railroad crossings This project will provide new grade separations at Commerce & York Streets. In addition to the two streets that will be grade separated along the West Belt Subdivision, crossings at Hutchins, Sampson, and McKinney & Milby will also be closed. • In total, six grade crossings will be eliminated on the West Belt Subdivision that will reduce traffic delays and remove potential train/roadway conflicts. Outcome – Eliminate blocked crossing delays and engine idling The construction of grade separations or the closure of at-grade crossings along the West Belt will eliminate vehicle delays and engine idling that are caused when trains block the crossings. The Commerce Street grade separation will eliminate rail related traffic delays for fans attending games at Minute Maid Park and BBVA Compass Stadium. The York grade separation will reduce wait times for staff and parents of students attending Dora B. Lantrip Elementary School. The 2014 TTI analysis calculated the following combined values for delay and reduced fuel consumption at the six crossings (with 3% discount rate). • Value of vehicle delay reductions 2015-2040: $97.2 million • Value of lost fuel 2015-2040: $12.7 million Outcome – Eliminate grade crossing conflicts Rail/vehicle interactions would be removed and the potential for future accidents would be eliminated. • Value of crash reductions 2015-2040: $1.4 million Outcome – Create Quiet Zone in rapidly redeveloping area east of downtown The combination of adjacent closures and grade separations would allow creation of a quiet zone in the rapidly redeveloping East End. Additional safety upgrades at Leeland/Cullen could extend the quiet zone for 4 miles, removing train horn noise for nearly 15,000 households currently located along the West Belt. The project proposes construction of 2 underpasses to replace 2 at-grade crossings and closure of 4 proximate at-grade crossings. In total, 6 at-grade roadway-rail crossings will be eliminated. The Commerce / Navigation intersection will provide new access by: • The addition of a new intersection at Commerce / Navigation, located under the Railroad bridge. Currently, Navigation cannot be accessed from Commerce Street. • New turn lanes at the intersection The proposed project is part of the West Belt Improvements recommended in the 2007 Houston Region Freight Study. The 2012 GCRD West Belt Feasibility Analysis refined the project scope. A final revision proposed in the 2012 East End Mobility Study for the Sampson York project has been adopted. NAVIGATION BOULEVARD SUMMARY o Rebuild Existing Grade Separation built in 1936 o Add pump station and detention pond. Existing has neither o Add 6-foot wide ADA complaint Sidewalks. Existing has none o Add new 5-foot bike lane o Existing Roadway is 2 lanes without a median. Proposed will be 2 lanes with a 22-foot wide median o Add 5-foot wide utility corridor, including new public utility infrastructure. COMMERCE STREET SUMMARY o Add pump station and detention pond. o Add 6-foot wide ADA complaint Sidewalks. Existing has none o Add new 5 foot bike lane o Existing Roadway is 2 lanes without a median. Proposed will be 2 lanes with a 22-foot wide median o Add 5-foot wide utility corridor, including new public utility infrastructure. YORK STREET SUMMARY o Add pump station and detention pond. o Add 6-foot wide ADA complaint Sidewalks. Existing has none o Add new 5-foot bike lane o Existing Roadway is 4 lanes without a median. Proposed will be 4 lanes without a median o Add 5-foot wide utility corridor, including new public utility infrastructure. Roadway Crossings at Hutchins, McKinney and Milby St will be closed, increasing pedestrian and vehicle safety. The no build alternative was illustrated through the 2014 TTI impedance model analysis completed for GCRD. The TTI modeling, based on 2014 traffic counts at each crossing and H-GAC travel demand model data, shows significant increases in number of vehicles delayed daily and the value of time delayed annually. The TTI analysis is attached. Net Present Value (3% discount) of Time Delayed at the 6 crossings is $97.2 million. Several combinations of grade separations and closures were reviewed in previous works. The 2007 TxDOT Houston Region Freight Study identified grade separations and closures based on modeling. A subsequent feasibility analysis by GCRD funded through H-GAC, 2012 West Belt Improvements Feasibility Study, included input from local agencies. • Gulf Coast Rail District • H-GAC • City of Houston Planning & Development Department • City of Houston Public Works & Engineering Department • City of Houston Fire Department • City of Houston Police Department • Harris County Public Infrastructure • Houston METRO • TxDOT Houston District The 2012 GCRD Feasibility Study identified a combination of closures and grade separations that enhances operations for all entities. The proposed project is the first phase of implementation. The Commerce/Navigation and York grade separations will provide reliable access that does not currently exist in the area. Proposed closures are within blocks of each structure and will require minimal rerouting. The York structure is consistent with the recommendation from the 2012 East End Mobility Study funded by H-GAC. The East End Mobility Study incorporated all of the grade separations and closures from the GCRD West Belt Feasibility Study but revised the recommendation for York. The East End Mobility Study recommendation is proposed as part of this project. Per the East End Mobility Study recommendation R4-2: “Two-way operations on Sampson Street and York Street potentially benefits the underpass proposed by the West Belt Freight Rail Study. The study proposed realigning Sampson Street north of the rail line so that it could share the crossing with York Street. This realignment would require the acquisition of several properties that are in close proximity to the East End Coffee Plant/Second Ware light rail stop. If two-way operations were provided along York Street, Sampson Street would not need to be realigned and the properties that would have otherwise been acquired would be maintained as locations for potential transit oriented development. Sampson Street under this scenario would be discontinuous across the West Belt rail line…The total cost savings to be the proposed grade separation at the West Belt rail line because of the conversion to two-way operations has been estimated at approximately $10,000,000.” Note: All structures at Commerce / Navigation, and York can be constructed independent of each other. Associated closures will be put in place following completion of construction at each grade separation location. Staged Construction Commerce Street/ Navigation Boulevard – 1. Placement of railroad shoofly tracks to the west of the existing tracks. 2. Navigation Boulevard will be closed between Canal Street and St Emanuel Street (to allow for demolition of existing underpass). Southbound Navigation Boulevard traffic would be detoured west along Runnels Street and south along Hamilton Street. Northbound Navigation traffic would be detoured north along Chartres Street and east along Runnels Street. 3. Commerce Street would be closed between St Emanuel Street and Adam Lane. Westbound traffic along Commerce would be detoured north along N. St Charles Street and west along Navigation/ Runnels Street. Eastbound Commerce Street traffic would be detoured north along Chartres Street and east along Runnels Street and south along N. St Charles Street. 4. Hutchins Street between Franklin Street and Commerce Street would also be closed permanently. 5. Commerce Street and Navigation Boulevard would be closed to roadway traffic for approximately 6 months. Existing freight rail traffic would utilize the shoofly tracks for approximately 2 months until the new railroad bridges have been constructed that cross both Commerce Street and Navigation Boulevard. York Street – 1. Construct the Galveston Sub Railroad Bridge under railroad traffic using a staged construction method. 2. Shoofly railroad tracks for both the West Belt Sub and Industrial Spur Track would be constructed. The industrial spur track shoofly is necessary to maintain access to the Milby Yard. 3. York Street will be closed between Polk Street and Texas Avenue. All York Street traffic would be detoured to Sampson Street after changing the pavement markings to a two way street (from Texas Ave to Polk St). Sampson Street would be converted to a 4 lane roadway with two lanes in each direction while the York Street grade separation is constructed. Dallas Street, McKinney Street, Capitol Street, Lamar Street would also be closed at the intersection with York Street. 4. York Street would be closed for approximately 8 months. Existing freight rail traffic would utilize the shoofly tracks for approximately 2 months until the new railroad bridges have been constructed. York Closures – 1. After the York Street underpass is complete, Milby Street at the West Belt Subdivision Railroad tracks (just south of Woodleigh Street) would be closed permanently to traffic. 2. McKinney Street at the West Belt Subdivision Railroad tracks (just west of Milby St) would also be permanently closed to traffic.

Project Narrative

Yes

TXDOT Scoping Meeting Minutes 061314.pdf

Categorical Exclusion (CE) (c)(28) Bridge rehabilitation, reconstruction, or replacement which meets constraints in paragraph (e) Yes A railroad agreement with Houston Belt & Terminal Railroad (HB&T) will be required for each grade separation structure and crossing closure. Discussions with HB&T are in progress and include representatives from Union Pacific Railroad and BNSF Railway. Attached are the MOU and the Engineering Agreement executed for the PE/NEPA process. The HB&T is providing the 20% local cost share for the PE/NEPA. Final design is budgeted with funding available for the PE/NEPA process. Engineering review is ongoing with HB&T. HB&T has agreed to provide the required 5% contribution towards construction of the bridge structures. In addition, railroads (UPRR) have agreed to provide right of way for drainage at both grade separation locations. Closure construction costs will also be provided by the railroads. This agreement is outlined in the application budget. The final agreement is pending completion of the NEPA and design processes. 30/06/2015 Yes 30 30/11/2016 Yes All of the utilities will fall within City of Houston Right-of-Way: 1. Public Utilities will be relocated as part of the project including Water, Waste Water, and Storm Water and these costs are included within the estimate. 2. Private utilities will be relocated using the City of Houston Utility Relocation Ordinance Program as per amended Chapter 40 of the Code of Ordinances. 3. As per the ordinance, a City Engineer’s Preliminary Notice will be sent to all private utility owners as soon as practicable. 4. As part of the Preliminary Notice, a request of the private utility owners will be made to verify the locations and size of their existing utilities at their own cost. 5. The Engineer shall make every effort to avoid impacting existing utilities. In the event that utilities need to be relocated, the City will notify the utility owner and coordinate the relocation of their utilities. Typically, the City holds a utility coordination meeting for each project at the 60%, 90% and 100% plan completion. 6. After the plans are complete the City Engineer’s Final Determination and Notice will be provided to the private utility owners. Private Utility Owners have 60 days to schedule the relocation of their utilities or request an extension to relocate their utilities. 7. Information can be found under http://www.publicworks.houstontx.gov/notices/urop.html Yes The City of Houston, Union Pacific Railroad, BNSF Railway and the Houston Belt & Terminal Railroad were all involved in the feasibility analysis which led to development of the project. The City of Houston has provided a project manager for oversight of the PE/NEPA process since the grade separation structions will be in City of Houston right of way. A copy of the interlocal agreement is attached. The HB&T is providing local cost share for the PE/NEPA process. That agreement is attached. The existing municipal infrastructure does not meet current drainage standards. The area often experiences major ponding and flooding, indicating it has exceeded its design life. The underpass structure on Navigation Blvd was built in 1956 and has no pump station. The Houston Fire Department reports flooding related rerouting at the existing Navigation Boulevard underpass. The proposed infrastructure will be designed to accommodate a 100-year flood event, which should significantly reduce current risks and public impediments associated with the annual flooding and ponding. The grade separations will also include sidewalks and bike lanes which meet current standards. The grade separations will bring the roadway below the West Belt railroad tracks. Design is being coordinated. Completion of the two grade separations and the four additional roadway closures will create a 9,000 train slot that will minimize train impact on the roadway network.

WB Agreement Executed Jan 2013.pdf

All presentations regarding the 2012 West Belt Improvements Study that were made to the Gulf Coast Rail District Board of Directors were open to the public. Upon completion of the 2012 GCRD West Belt Improvements Study, presentations and briefings for the project were given throughout the study area to allow interested parties to become familiar with the project and provide comments. The meetings conducted are listed below. • Greater East End Management District – September 1, 2011 • Super Neighborhood #63 (Second Ward) – November 7, 2011 • Gulf Coast Rail District Board of Directors – November 8, 2011 • East Downtown Management District – November 16, 2011 • East End Chamber of Commerce – December 6, 2011 • Fifth Ward Redevelopment Corporation – December 15, 2011 General support for the corridor project was voiced at all meetings. There were specific mentions of support for the Quiet Zone benefits at several meetings. The Houston Chronicle ran a front page story highlighting the West Belt grade separations project and KUHF radio has provided continuing coverage of project development (attached). Public Involvement documentation for CE Consultants are under contract and have developed a Public Involvement Plan including Stakeholder and Public Meetings. 1. Stakeholder meetings have been held with the City of Houston, Texas Department of Transportation (TXDOT) Houston District, Union Pacific Railroad (UPRR), BNSF Railway, and Houston Belt & Terminal (HB&T) Railway Company. 2. Categorical Exclusion (CE) document drafts are to be submitted before June 2015. 3. Public meetings are scheduled to be before September 2015.

KUHF.West Belt.Whats-Being-Done.pdf

The following activities have been completed. 1. Geotechnical Borings 2. Topographical Surveys 3. Utility Constrain Identification Quality Level D (QL “D”) 4. Conceptual Drainage Report 5. Conceptual Engineering Drawings (10% Design) 6. Several pieces of the CE documentation: a. Field investigations and screenings for Hazardous Material, Water Quality, Species, Historic Properties Socioeconomics, Section 4(F) and 6(F) resources. b. Census data, land use maps c. Existing Condition Noise Measurement The following items are near completion. 1. Preliminary Geotechnical Report (Feb 2015) 2. Survey Control Maps (Jan 2015) 3. Agency Coordination Letters Geotechnical Borings have already been completed. A Preliminary Geotechnical Report using the initial borings at each project location has been submitted for determine the drill shaft retaining wall sizes. The final Geotechnical Report is scheduled to be submitted by February 15, 2015. Topographical Survey has been completed along with the drawing files suitable for final design. Survey control has been completed in the field. The control survey drawings are to be completed by January 31, 2015. Utility Constraint Identification Quality Level D (QL “D”) has been completed and the files have been submitted. The files submitted include the CADD files and the Utility Owner Contact information. Several pieces of the CE documentation have been completed as listed below. • Initial screening of the Hazardous Material, Water Quality, Species, Historic Properties, Socioeconomics, Section 4(F) and 6(F) resources. • Existing Condition Noise Measurement has been completed A Conceptual Drainage Report has been submitted to TXDOT for review and approval. The Conceptual Engineering Drawings have been completed and the constraints for each project location have been identified.

Typical Roadway Sections.pdf

Map/Location

Vicinity Map.pdf

Project Budget

Budget cost share.xlsx

No

No

Evalutation Questions - Major Investments

Benefit/Cost Methodology

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

TTI values.xlsx

TTI - GCRD TTI Tech Memo.BCA.pdf

Narrative Benefits

The TTI analysis calculated crash reduction benefits associated with elimination of the 6 crossings totaling $1.4 million through 2040 with a 3% discount rate. The benefits cost analysis does not include any factor reflecting the risk associated with the movement of hazardous materials through the densely developed corridor. The most recent federal TIGER criteria gave special consideration to elimination of at-grade rail grade crossings. The proposed project will remove 6 at-grade crossings within an approximately 1.5 mile stretch near downtown Houston. The addition of bicycle accommodations and improved drainage will make the existing Navigation Boulevard underpass more effective by reducing at-grade bicycle-pedestrian conflicts and flooding detours. The most recent federal TIGER criteria also gave special consideration to prevention of unintended releases of hazardous materials. The proposed sealed rail is on the West Belt Subdivision, one of two primary north-south freight rail routes through the Houston region. The West Belt connects to lines leading directly to the nation’s largest petrochemical complex. According to AAR, since 2009 the increase in rail crude oil movements has been enormous. • As recently as 2008, U.S. Class I railroads (including the U.S. Class I subsidiaries of Canadian railroads) originated just 9,500 carloads of crude oil. • By 2011, carloads originated were up to nearly 66,000, and in 2012 they surged to nearly 234,000. • In the first three quarters of 2013, Class I railroads originated 299,652 carloads of crude oil, 96 percent higher than the 152,676 carloads originated in the first three quarters of 2012. • Based on the first nine months of the year, crude oil originations in 2013 will probably total around 400,000 carloads. • Crude oil accounted for 1.4 percent of total Class I originated carloads in 2013 through September, up from just 0.03 percent in 2008. Prior to the current shale activity, the Texas Legislature directed TxDOT to undertake a 2008 report entitled, “Economic Feasibility of Relocating Hazardous Materials Transported by Freight Rail”. • The report concluded the following. “Hazardous material rail carloads tonnage is projected to more than double by 2025. This is based on an assumption that the tonnage of hazardous materials transported will grow at the same rate as all other tonnage, which is expected to double by 2025.” It is important to note that this forecast was made prior to the current shale activity. • Data from Table 3-4 in the study shows that within the 2 mile protective action distance of the West Belt Subdivision are 90,000 residents. Note that the area surrounding the West Belt Rail Subdivision is densifying because of its proximity to downtown Houston.

HazMat.TxDOT.pdf

Roadway Congestion – Roadway data collected by GCRD in 2014 along the West Belt shows regular blockages of 20 minutes at some West Belt Subdivision crossings. The TTI analysis calculated the average delay on the West Belt Subdivision to be 7 minutes 21 seconds, higher than the Terminal Subdivision by nearly 2 and one-half minutes and higher than the Glidden Subdivision by nearly three and one-half minutes. York Street becomes Hirsch Street and extends north to IH-610 North. It extends south from the project area and becomes Scott Street through the University of Houston to IH-610 South. As major freeways in the area become increasingly congested, York Street will increasingly serve as a reliever. Freight Rail Congestion - The Port of Houston Authority was the driving force behind creation of the Rail District in anticipation of the impacts growth in regional demand and Panama Canal expansion would have on the freight rail network serving its facility. The TxDOT Houston Region Freight Study forecasted a 295 percent increase in rail freight tonnage moving by 2025. This 2007 forecast could not have foreseen the rail activity associated with the current energy sector growth in Texas. The current shale-related activity and its reliance on the regional rail network were not anticipated and are unexpectedly driving regional freight rail growth according to the Class I railroads, in addition to previous freight forecasts. A Union Pacific Railroad presentation in November 2013 provides a good overview of current rail activity (attached). According to UPRR, freight rail commodities with significant growth opportunities predominate in the Houston area: • Energy and byproducts • Drilling materials • Chemicals • Mexico imports and exports Freight rail volumes through the Houston region will increase significantly. The growth in regional freight rail activity associated with energy production is driven in large part by the movement of unit trains. These trains will not require access to the downtown classification yards but will have to move north-south through the downtown area for Houston Ship Channel and petrochemical complex access and egress. The unit trains provide a particular mobility challenge in that the length could significantly impact the aggregated at-grade crossings in the densely developed urban area such as the East End where the West Belt grade separations are proposed. These trains also operate on tighter delivery schedules that will be challenged by existing congestion in the Houston Terminal area.

TTI values.xlsx

Construction of the grade separations will provide improved drainage in the area. Drainage reports are attached. The proposed grade separations will provide reliable routes for first responders, trucks, cars, transit, bicycles and pedestrians in an area where travelers currently experience crossings blocked by slow moving trains at consecutive locations. Grade separated roads will normalize operations on the East End roadway network by reducing the current zig-zag routing through the area to avoid train traffic. The grade separations will provide reliable access to the following key downtown destinations located within a mile: • Houston Dynamo (BBVA Compass Stadium) • Houston Astros (Minute Maid Park) • Houston Rockets (Toyota Center) • Harris County Courthouse • George R. Brown Convention Center • Discovery Green Park • Houston Theater District • University of Houston-Downtown • All interstate highways passing through Houston (I-10,I-69,I-45) • The future Hardy Toll Road Downtown connector (under construction)

Drainage Report submitted to TXDOT 2014-12-09.pdf

The West Belt Improvements Project improves one of two primary north-south rail lines through Houston connecting to the region’s ports. In a November 2013 presentation, Union Pacific indicated that the focus of its business has shifted to the Southern region and north-south movements. In particular, Houston is central for key bulk commodities that move by rail and increasing trade with Mexico. • Texas has been the top exporting state for 12 consecutive years. • The Port of Houston has ranked first in foreign tonnage for 17 consecutive years and leads U.S. ports in export tonnage. • The Port of Houston is the nation’s leading break-bulk port. • The Harris County Trade Conference identified capacity for 22 billion more tons of resin production than is currently produced. That is more than 107,000 additional rail cars per year. • The Census Bureau reports that the January 2014 trade deficit with Mexico was the lowest since 2009. Union Pacific Railroad has indicated that movements to/from Mexico are driving southern region growth. All of these products are moving north-south through Houston along the West Belt Subdivision or the Terminal Subdivision. • The 2007 TxDOT Houston Region Freight Study recommended the West Belt Improvements project to enhance rail capacity. The TxDOT Rail Division has recommended it for the Texas Freight Mobility Plan. • Creation of the 9,000 foot unimpeded track segment resulting from the 6 crossing closures will better enable railroads to move the large unit trains associated with current energy activity through this densely developed part of the Houston region.

The grade separations and closures will reduce idling at the 6 at-grade crossings. Reductions in Nox, VOCs, and CO2 are shown in the TTI analysis attached.

TTI values.xlsx

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