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IH 45 South Widening TxDOT 1/12/2015 1:22:25 PMProject Narrative
Within the project limits, the existing IH 45 consists of six 12-foot travel lanes (three in each direction) with two- to three-lane one-way frontage roads. The existing ROW is approximately 300 feet wide from FM 518 to Holland Road and approximately 380 feet wide from Holland Road to FM 1764. Grade separated intersections are found at FM 518, Calder Drive, FM 646, FM 517, Hughes Road, Holland Road, and FM 1764/FM 2004. The proposed improvements are needed to increase capacity and upgrade design features along this segment of IH 45 to accommodate future growth of the region and resulting traffic volumes, to improve mobility and safety, and to facilitate hurricane evacuation. Residential and commercial growth as followed two patterns within the study area; it has radiated outward from the small city centers of Dickinson, La Marque, League City, and Texas City and has extended linearly along major thoroughfares such as IH 45. The study area is located just south of the Clear Lake/NASA area, a regional employment center with approximately 42,000 jobs in 2000 (HGAC 2004). This employment center and other employment opportunities in the Houston area have made League City a popular “bedroom-community” with large master planned residential communities (League City 2004). Over half of Galveston County’s population growth between 1980 and 200 occurred within League City (US Census Bureau 2000). Additionally, commercial development is clusted in the southern portion of the study area near La Marque and Texas City, due in part to the direct access provided by the crossroads of IH 45 and FM 1764/FM 2004. It is expected that development would progress in a manner consistent with suburban growth trends; jobs follow population growth to the extent that suburban areas become self-contained with their own residential, retail, and employment centers. According to the IH 45 South Corridor Major Investment Study (MIS), this growth suggests that communities north of the study area are reaching build-out, and the next ring of sub-urbanization is rapidly occurring within the project vicinity (TxDOT 1999). This growth will result in land use conversion of undeveloped lands for residential and commericial uses. In general, the now vacant land along the corridor is expected to develop into master-planned residential communities with commercial development along the frontage roads. This new ring of growth affects travel patterns within the project vicinity and is a major reason for traffic volume increases. IH 45 has already experienced substantial increases in traffic demands, and traffic is expected to increase. Additional lanes are needed to relieve existing traffic demand and to meet future traffic projections. Although it is not possible to accurately predict accident rates, it stands to reason that as traffic increases, accident rates along the existing IH 45 facility would also increase. IH 45 is a desigated hurricane evacuation route, and as seen prior to the arrival of Hurricane Rita in 2005, IH 45 is vital for evacuating nearby coastal areas. In response to Hurricane Rita, the Governor’s Task Force on Evacuation, Transportation and Logistics recommended that TxDOT develop a detailed plan to facilitate hurricane evacuation for key interstates and highways, including IH 45. Widening the freeway will also provide for continuous freeway geometry between proposed improvements to IH 45 north and south of the proposed project. The proposed improvements are needed to increase capacity and upgrade design features along this segment of IH 45 to accommodate future growth of the regious and resulting traffic volumes, to improve mobility and safety, and to facilitate hurricane evacuation. The Texas Department of Transportation (TxDOT) proposes to widen and upgrade IH 45 from FM 518 to FM 1764. The 7.5 mile project is located in Galveston County within the cities of Dickinson, League City, and Texas City, Texas. The Preferred Alternative consists of widening the existing six-lane facility to an eight-lane divided facility, as well as widening shoulders, reconstructing and widening the existing two- to three-lane one-way frontage roads in sections, reconfiguring ramps, and upgrading other design features to meet current design standards. The Preferred Alternative includes reconstruction and widening of IH 45 as an eight-lane divided highway (four 12-foot lanes in each direction) with two 12-foot frontage road lanes in each direction. In some locations, such as at intersections and for driveway access, the frontage roads would widen from two lanes to three or four 12-foot lanes with left and right turning lanes. The main lanes would be divided by concrete traffic barriers. A pedestrian sidewalk is proposed for construction for this project on both sides of the facility, stretching the entire length of the proposed project. IH 45 would have overpasses at FM 518, Brittany Bay Boulevard (SH 96), FM 646, FM 517, Hughes Road, Holland Road, and FM 1764/FM 2004. The proposed improvements will be constructed within existing TxDOT right-of-way (ROW), with the exception of approximately 11.3 acres of new ROW that will be acquired. The proposed ROW would be widened to approximately 320 feet from FM 518 to Holland Road and would remain approximately 380 feet from Holland Road to FM 1764. Two alternatives were considered during project development: the No Build Alternative and Build Alternative. If the No Build Alternative were implemented, IH 45 between FM 518 and FM 1764 would not be widened. The existing facility would operate as it currently does, and normal maintenance activities and rehabilitation would continue. There would be no relocations or conversion of land to transportation uses, and no substantial adverse environmental impacts associated with this alternative. However, the No Build Alternative would not increase capacity or design features, accommodate future projected increases in traffic, or improve safety; therefore, it would not meet the need for and purpose of the project. As a result of public involvement and the project development process, the Build Alternative, which would reconstruct and widen the existing roadway, shoulders, and frontage roads in sections as well as reconfigure ramps and reconstruct bridges, is selected as the Preferred Alternative. Staging would consist of two CSJs (of which one is contained in this application): 0500-04-096, IH 45 from South of FM 518 to North of FM 517 0500-04-106, IH 45 from North of FM 517 to North of FM 1764.Project Narrative
Yes Environmental Assessment (EA) Please Select Yes FONSI received August 2010, re-evaluation is pending. Needs Individual Permit, to be acquired by September 2017. 01/01/2009 Yes 21 01/01/2018 No Initial level of SUE work (subsurface utility evaluation) has just begun. It may take about another 3 months to complete the work. Utility adjustments are typically made by the provider. Entity is responsible to present TxDOT with adjustment plans and get approval before beginning any adjustments. Since this is an interstate project, the adjustments are fully reimbursable. No Public meetings were held April 28, 29 and 30, 1998, September 15 and 16, 1998, March 23 and 24, 1999 and June 22 and 23, 1999. Additionally, over 22,000 individual pieces of literature were distributed throughout the IH 45 South Corridor during the conduct ofthe MIS. Prior to each series of public meetings, several outreach activities were conducted including: • Distributing a newsletter with detailed information about the meetings, venues, and agendas • Informing residents about the meetings through press releases, fliers, and notices distributed to homes, libraries, civic centers, and vehicle windshields at corridor park-and-ride facilities, etc. • Placing public notices and advertisements in the major Corridor newspapers • Maintaining a continuously accessible TxDOT website about the IH 45 South Corridor MIS In addition to the formal public meetings, numerous presentations were made to community groups, including Bay Area Transportation Partnership (formerly, Clear Lake Transportation Partnership); Galveston Rotary Club; Galveston City Council; NASA Senior Managers; Elected Officials State of the Counties Forum (Brazoria, Galveston, and Houston Counties); Clear Lake Neighborhood Associations; and American Highway Defense Association. A NEPA public meeting was held May 19, 2005. The public meeting notice was published in the following papers: I. Houston Chronicle - Notice published April 19 and May 9, 2005 2. Galveston County Daily News - Notice published April 19 and May 9, 2005 3. La Subasta Notice published April 20 and May 4, 2005 A public hearing was held on October 27, 2009. Environmental is 90% complete. PS&E is 30% complete.Evalutation Questions - Major Investments
Benefit/Cost Methodology
Please attach the completed BCA Excel worksheet and narrative explanation of analyses used
Narrative Benefits
The proposed project will improve safety by upgrading the roadway to current design standards, and improve hurricane evacuation by adding lanes and providing continuous freeway geometry between portions of IH 45 north and south of the project. Travel safety is measured by the frequency of traffic accidents, which characterizes the conditions of many roadways. These roadways have a high number of intersections, traffic signals, and driveways, all of which may contribute to stop-and-go conditions, increased crash rates, and congestion during peak travel times and emergency events. According to the IH 45 MIS, historic traffic accident rates for IH 45 are generally higher than those recorded for other similar roadways throughout the state of Texas. Unless improvements are made to the transportation system, safety will worsen as traffic increases along IH 45. Alternatives to address this issue included upgrading the existing facility's characteristics (i.e., additional travels lanes and protected left-turn lanes), which would result in a "safer" operating level. The proposed improvements to IH 45 would improve regional and local safety for the traveling public by minimizing conditions that contribute to stop-and-go conditions, increased crash rates, and congestion during peak travel times and emergency events. The proposed improvements are needed to increase capacity and upgrade design features along this segment of IH 45 to accommodate future growth of the region and resulting traffic volumes, to improve mobility and safety, and to facilitate hurricane evacuation. Travel patterns within the study area reinforce the need to plan for improved roadway facilities. In 1990, trips remaining within the IH 45 South Corridor represented approximately 79 percent of the total trips generated by the corridor (TxDOT 1999). Only 21 percent ofthe total daily trips either left the corridor or entered the corridor from outside the project vicinity. However, this does not hold true for weekends and holidays when tourist attractions bring in a larger percentage of trips from outside the corridor. Overall, these travel patterns are expected to be maintained suggesting that regional travel facilities, such as IH 45, would continue to be used for shorter intra-corridor type trips as well as regional ones. Travel demand exceeds capacity on a recurring basis during both of the daily commute periods, specifically near the northern end of the project. This demand causes severe congestion and bottlenecks along the IH 45 South Corridor (including locations at Beltway 8, Bay Area Boulevard, NASA Road 1, and FM 1959) and at inadequate driveway access points along the frontage roads. In the southern portion of the study area, seasonal recreational and special event directional demand exceeds capacity on a regular basis. This excess demand typically occurs during the weekends (morning travel to Galveston, beach communities, and opposing travel during evening) and is in addition to an underlying bi-directional travel commute demand between the cities of Galveston, La Marque, and Dickinson as well as Texas City. Furthermore, an excessive demand occurs between the mainland and the Port of Houston and other area attractions. Due to the facility's limited capacity, residents (generally located south of the study area), responding to warnings of approaching hurricanes, have experienced significant delays using the IH 45 South Corridor as a main evacuation route. Existing north-south roadways serving the corridor consist exclusively of IH 45 and SH 3. Evacuation from Galveston Island and the lower mainland is a concern during pre-storm conditions and emergency evacuations. Due to low elevation levels, emergency conditions are enhanced in the project vicinity due to flooding and congestion during weather of approaching storms. Flooding along IH 45 contributes to reduced highway capacity and increased levels of congestion. Other roadways, such as SH 146 and SH 6, provide limited relief to IH 45, which is a primary hurricane evacuation route. The Galveston Causeway on IH 45 provides the only access to Galveston Island from the lower mainland. When incidents obstruct the Causeway there are very limited alternatives routes, which results in a breakdown of the IH 45 freeway. The proposed improvements to this section of IH 45 will provide for continuous freeway geometry through the area, which would not only benefit daily traffic conditions but also facilitate hurricane evacuation efforts. The project will also widen shoulders, reconstruct and widen the existing two- to three-lane one-way frontage roads in sections, reconfigure ramps, and upgrade other design features to meet current design standards. IH 45 South is a major north-south corridor through east Texas, traversing from the City of Galveston through the City of Houston and beyond. It connects Houston to Galveston as well as the major ports of Texas City and Galveston. IH 45 has a high number of intersections, traffic signals, and driveways, all of which may contribute to stop-and-go conditions, increased crash rates, and congestion during peak travel times and emergency events. Accident rates along IH 45 were computed to determine the relative safety of the existing facility. Traffic accident rates for IH 45 are generally higher than those recorded for other similar roadways throughout the state of Texas. Unless improvements are made to the transportation system, safety will worsen as traffic increases along IH 45. The proposed improvements to IH 45 (i.e., additional travels lanes and protected left-turn lanes) would improve regional and local safety for the traveling public by minimizing conditions that contribute to stop-and-go conditions, increased crash rates, and congestion during peak travel times and emergency events. Decreasing congestion on this major north-south corridor in an air quality nonattainment area would contribute to cleaner air in the region.0500-04-106 - BIKE - IH 45 S N of FM 1764 to N of FM 517.jpg