Chapter 2.0 Alternatives Considered

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1 Chapter 2.0 Alternatives Considered

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3 University Corridor Chapter 2 Alternatives Considered CHAPTER ALTERNATIVES CONSIDERED This chapter provides an overview of the screening process, a description of the alternatives that have been considered during the University Corridor Alternatives Analysis (Section 2.1), alternatives considered in the Draft Environmental Impact Statement (DEIS) (Section 2.2), and the alternatives being evaluated in more detail in this Final Environmental Impact Statement (FEIS) including the Locally Preferred Alternative (LPA) (Section 2.3). 2.1 ALTERNATIVES PREVIOUSLY CONSIDERED Previous studies within the corridor vicinity were discussed in Section The information contained in these studies provided a starting point from which viable alternatives were developed and evaluated Scoping and Public Input on Conceptual Alternatives During the development of the conceptual alternatives, public information activities were undertaken to inform residents and provide the opportunity for participation in project evaluation, project planning, alternative development, and station locations through public meetings and presentations. The process informed the affected residents of the relative effects between options (i.e., alignment routes, vertical and horizontal alignments). Metropolitan Transit Authority of Harris County, Texas (METRO) advertised public meetings in both English and Spanish and provided Spanish speaking staff at all meetings to accommodate Limited English Proficiency (LEP) populations. Public and agency scoping meetings were held in June and July The public scoping meetings were held in an informal, open house format. Meeting materials consisted of exhibits that conveyed the study process and work to date information regarding draft purpose and need, conceptual alignments alternatives, and issues. Attendees were encouraged to provide feedback regarding issues METRO should be aware of in their particular neighborhoods. Figure 2-1 shows the conceptual alignment alternatives shown. An agency scoping meeting, held on June 28, 2006, provided a formal opportunity for regulatory agencies to respond to the concept of proposed transit investments, purpose and need, and public involvement program, and to express issues of concern. The purpose of the meeting was to establish early coordination and opportunities for public and agency input into the planning process. Agency comments and responses were used, along with other transportation and environmental data and analysis collected, to assist in the development of alternatives and ultimately with the decision-making process Identification and Screening of Conceptual Alternatives As a result of scoping, 55 potential alignment alternatives were identified for the University Corridor (see Figure 2-2). The alternatives were developed to avoid and minimize impacts by using existing transportation corridors. The alternatives that were developed had similar impacts on the social, economic, and environment. Four of those alternatives did not meet the purpose and need for the project, leaving 51 conceptual alignment alternatives. Transportation effects were used to help determine which alternatives had the best ridership potential and Federal funding opportunity. Alternatives that failed to meet minimum costeffectiveness criteria as established by Federal Transit Administration (FTA) were not feasible alternatives. Table 2-1 describes the conceptual alignment alternatives that were considered and screened from June to December January

4 ALLEN LYONS ELYSIAN VIADUCT CLINTON JENSEN ELYSIAN RUNNELS COMMERCE NAVIGATION CANAL YORK SAMPSON PRAIRIE TEXAS MC KINNEY HARRISBURG POLK LEELAND LOCKWOOD CULLEN ERNESTINE SAUER DREW 45 CALHOUN TIERWESTER MACGREGOR CALHOUN GRIGGS CULLEN JUTLAND HOGAN MAIN HOUSTON CROCKETT SAWYER PRESTON MAIN BAGBY LOUISIANA PEASE SPUR 527 CRAWFORD MC GOWEN FANNIN DOWLING ELGIN ALMEDA WHEELER BLODGETT ENNIS SOUTHMORE BINZ CALUMET MAC G REGOR ALMEDA YELLOWSTONE SCOTT 288 HOLMES MACGREGOR DALLAS MONTROSE OLD SPANISH TRAIL YALE STUDEMONT CAMBRIDGE WASHINGTON WAUGH GRAY WILLARD COM MONWEALTH DUNLAVY SUNSET HOLCOMBE HOLT VERMONT SHEPHERD DURHAM GREENBRIAR ALABAMA RICHMOND INWOOD T C JESTER KIRBY RICE UNIVERSITY BELLAIRE BRA ESWOOD BUFFALO SPEEDWAY EDLOE SAN FELIPE STELLA LINK WESLAYAN BELLAIRE WESTPARK UNION PACIFIC RR NEWCASTLE POST OAK MEMORIAL POST OAK LEGEND University Initial Conceptual Alternative Alignments METRORail Red Line WOODWAY Uptown Line (planned) Southeast Line (planned) POST OAK SAGE HALLMARK WESTHEIMER YORKTOWN POST OAK ALABAMA tu 59 RICE FOURNACE BISSONNET FOURNACE GULFTON Figure 2-1: Initial Conceptual Alternatives METRO University Corridor CHIMNEY ROCK 610 Miles Data Source: METRO (2007) BEECHNUT RICE CHIMNEY ROCK

5 ALLEN U.S. 59 HOV JENSEN LORRAINE ELYSIAN QUITMAN HOGAN TAYLOR LYONS ELYSIAN VIADUCT MAIN HOUSTON CROCKETT PRESTON FANNIN CANAL RUNNELS MC KINNEY COMMERCE BAGBY TEXAS YORK SAMPSON LOUISIANA PEASE DOWLING CRAWFORD MC GOWEN POLK ELGIN LEELAND CULLEN DREW SAUER WHEELER BLODGETT ENNIS BINZ TIERWESTER SOUTHMORE SCOTT CALHOUN GRIGGS ALMEDA YELLOWSTONE HOLMES CLINTON ERNESTINE 45 ALMEDA CALUMET CULLEN 288 WHITE OAK DALLAS MONTROSE OLD SPANISH TRAIL HOLCOMBE YALE WASHINGTON WAUGH GRAY WILLARD HOLT 6TH DUNLAVY MANDELL WOODHHEAD 6TH DURHAM VERMONT SHEPHERD GREENBRIAR MAIN RICHMOND KIRBY BISSONNET VOSS ALABAMA WESTHEIMER INWOOD T C JESTER BELLAIRE RICE BUFFALO SPEEDWAY UNIVERSITY EDLOE STELLA LINK KATY WESLAYAN UNION PACIFIC RR tu 59 NEWCASTLE SAN FELIPE BELLAIRE WESTPARK SILBER POST OAK POST OAK POST OAK SAGE HALLMARK YORKTOWN POST OAK FOURNACE FOURNACE RICE BEECHNUT BRAESWOOD ALABAMA 610 RICE ANTOINE CHIMNEY ROCK WIRT WOODWAY FOUNTAIN VIEW GULFTON SAN FELIPE LEGEND University Potential Alternative Alignments METRORail Red Line Uptown Line (planned) Southeast Line (planned) HILLCROFT Figure 2-2: Potential Alternatives Scoping Meeting METRO University Corridor RENWICK HILLCROFT Miles Data Source: METRO (2007)

6 Chapter 2 Alternatives Considered University Corridor Table 2-1 Initial University Corridor Conceptual Alternatives Description 1. Richmond Option 1 (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south in center of Sage Road; west to Westpark right-of-way to the Hillcroft Transit Center. This alternative would operate in exclusive guideway. 2. Richmond Option 1a (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south in center of Sage Road; west to Westpark right-of-way to the Hillcroft Transit Center. This alternative would operate within inside travel lanes of Richmond Avenue. 3. Westpark (Dedicated) Wheeler Station on METRORail Red Line; south atgrade in the center of Main Street to United States (U.S.) Highway 59; west between U.S. 59 and Vassar Drive; to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 4. Westpark Option 1 (Dedicated) Wheeler Station on METRORail Red Line; south atgrade in the center of Main Street to U.S. 59; west along south side of U.S. 59 on structure until Kirby Drive. The alignment would continue west at-grade in Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 5. Westpark Option 2 (Dedicated) Wheeler Station on METRORail Red Line; south atgrade in the center of Main Street to U.S. 59; west along south side of U.S. 59 with one track on structure and one track at-grade until Kirby Drive. The alignment would continue west at-grade in Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 6. Westpark Option 3 (HOV Lane) Wheeler Station on METRORail Red Line; south atgrade in the center of Main Street to U.S. 59; west in the U.S. 59 HOV lane on structure until Edloe Street. The alignment would transition to Westpark right-ofway at-grade to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 7. Richmond/Westpark Option 1 (Greenbriar) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south at Shepherd Drive to Farnham Street then follows the northwest side of Farnham to Greenbriar Street; west to Westpark right-of-way to the Hillcroft Transit Center. This alternative would operate in exclusive guideway. Proposed Stations Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Greenway Plaza West, Weslayan, Post Oak, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby Greenway Plaza East, Greenway Plaza West, Weslayan, Post Oak, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby Buffalo Speedway, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Kirby/Greenbriar, Buffalo Speedway, Edloe, Weslayan, Newcastle, South Rice, Chimney Rock, Renwick, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Buffalo Speedway, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Buffalo Speedway, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Preliminary Capital Cost (millions) 1 Preliminary Ridership Forecast 2 $ ,200 $ ,200 $ ,000 $ ,650 $ ,700 $ ,900 $ , January 2010

7 University Corridor Chapter 2 Alternatives Considered Table 2-1 (continued) Initial University Corridor Conceptual Alternatives Description 8. Richmond/Westpark Option 1a (Greenbriar) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south at Shepherd Drive to Farnham Street then follows the northwest side of Farnham Street to Greenbriar Street; west to Westpark right-of-way to the Hillcroft Transit Center. This alternative would operate in inside travel lanes of Richmond Avenue. 9. Richmond/Westpark Option 2 (Buffalo Speedway) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; alignment rises on structure before Buffalo Speedway and follows Buffalo Speedway south across U.S. 59 to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 10. Richmond/Westpark Option 2a (Buffalo Speedway) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; alignment rises on structure before Buffalo Speedway and follows Buffalo Speedway south across U.S. 59 to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in inside travel lanes of Richmond Avenue. 11. Richmond/Westpark Option 3 (Greenway Plaza) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; alignment rises on structure between Buffalo Speedway and Edloe Street turns south at Greenway Plaza Drive A then across U.S. 59 on a new grade separation then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 12. Richmond/Westpark Option 3a (Greenway Plaza) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; alignment rises on structure between Buffalo Speedway and Edloe Street turns south at Greenway Plaza Drive A then across U.S. 59 on a new grade separation then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in inside travel lanes of Richmond Avenue. 13. Richmond/Westpark Option 4 (Edloe) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south at Edloe Street across U.S. 59 then west to Westpark right-ofway to Hillcroft Transit Center. This alternative would operate in exclusive guideway. Proposed Stations Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Buffalo Speedway, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Buffalo Speedway, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Buffalo Speedway, Weslayan Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza Drive A, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza Drive A, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Preliminary Capital Cost (millions) 1 Preliminary Ridership Forecast 2 $ ,900 $ ,700 $ ,150 $ ,750 $ ,200 $ ,800 January

8 Chapter 2 Alternatives Considered University Corridor Table 2-1 (continued) Initial University Corridor Conceptual Alternatives Description 14. Richmond/Westpark Option 4a (Edloe) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south at Edloe Street across U.S. 59 then west to Westpark right-ofway to Hillcroft Transit Center. This alternative would operate in inside travel lanes of Richmond Avenue. 15. Richmond/Westpark Option 5 (Timmons) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Timmons Lane and rises on structure crossing U.S. 59 on a new grade separation, then west to the Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 16. Richmond/Westpark Option 5a (Timmons) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Timmons and rises on structure crossing U.S. 59 on a new grade separation, then west to the Westpark rightof-way to Hillcroft Transit Center. This alternative would operate in inside travel lanes of Richmond. 17. Richmond/Westpark Option 6a (UPRR/Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south across the Union Pacific Railroad (UPRR) right-of-way on structure then west along Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 18. Richmond/Westpark Option 6b (UPRR/Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south across the UPRR right-of-way on structure then west along frontage road of U.S. 59 to IH-610 frontage road to Richmond Avenue; west onto Richmond Avenue; south at Sage Road then west on Westpark right-ofway to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 19. Richmond/Westpark Option 7 (Cummins) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Cummins Street and across U.S. 59 on a new grade separation, then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. Proposed Stations Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby Greenway Plaza East, Greenway Plaza West, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Greenway Plaza West, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Greenway Plaza West, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Greenway Plaza West, Weslayan, Post Oak, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Greenway Plaza West, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Preliminary Capital Cost (millions) 1 Preliminary Ridership Forecast 2 $ ,350 $ ,850 $ ,400 $ ,750 $ ,750 $ , January 2010

9 University Corridor Chapter 2 Alternatives Considered Table 2-1 (continued) Initial University Corridor Conceptual Alternatives Description 20. Richmond/Westpark Option 7a (Cummins) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Cummins Street and across U.S. 59 on a new grade separation, then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate within inside travel lanes of Richmond Avenue. 21. Richmond/Westpark Option 8 (Mandell/U.S. 59) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Mandell Street; west at U.S. 59 on structure on north side of U.S. 59 to just east of Edloe Street. Alignment proceeds south across U.S. 59 on structure then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 22. Richmond/Westpark Option 8a (Mandell/U.S. 59) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Mandell Street; west at U.S. 59 on structure in freeway shoulder to Hazard Street then on north side of U.S. 59 to just east of Edloe Street. Alignment proceeds south across U.S. 59 on structure then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 23. Richmond/Westpark Option 8b (Mandell/U.S. 59) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Mandell Street; west at U.S. 59 on north side of U.S. 59 to just east of Edloe Street. Alignment proceeds south across U.S. 59 on structure then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in inside travel lanes of Richmond. 24. Richmond/Westpark Option 8c (Mandell/U.S. 59) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Mandell Street; west at U.S. 59 on structure in freeway shoulder to Hazard Street then on north side of U.S. 59 to just east of Edloe Street. Alignment proceeds south across U.S. 59 on structure then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in inside travel lanes of Richmond Avenue. Proposed Stations Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Greenway Plaza West, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Mandell, Shepherd, Kirby, Buffalo Speedway (Greenway Plaza), Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Mandell, Shepherd, Kirby, Buffalo Speedway (Greenway Plaza), Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose Mandell, Shepherd, Kirby Buffalo Speedway (Greenway Plaza), Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Mandell, Shepherd, Kirby, Buffalo Speedway (Greenway Plaza), Weslayan, Newcastle, South Rice, Hillcroft Transit Center Preliminary Capital Cost (millions) 1 Preliminary Ridership Forecast 2 $ ,050 $ ,900 $ ,850 $ ,600 $ ,600 January

10 Chapter 2 Alternatives Considered University Corridor Table 2-1 (continued) Initial University Corridor Conceptual Alternatives Description 25. Richmond/Westpark Option 9 (Dunlavy/U.S. 59) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Dunlavy Street; west at U.S. 59 on north side of U.S. 59 to just east of Edloe Street. Alignment proceeds south across U.S. 59 on structure then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 26. Richmond/Westpark Option 9a (Dunlavy/U.S. 59) (Dedicated) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Dunlavy Street; west at U.S. 59 on structure in freeway shoulder to Hazard Street then on north side of U.S. 59 to just east of Edloe Street. Alignment proceeds south across U.S. 59 on structure then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 27. Richmond/Westpark Option 9b (Dunlavy/U.S. 59) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Dunlavy Street; west at U.S. 59 on structure on north side of U.S. 59 to just east of Edloe Street. Alignment proceeds south across U.S. 59 on structure then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in inside travel lanes of Richmond Avenue. 28. Richmond/Westpark Option 9c (Dunlavy/U.S. 59) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south on Dunlavy Street; west at U.S. 59 on structure in freeway shoulder to Hazard Street then on north side of U.S. 59 to just east of Edloe Street. Alignment proceeds south across U.S. 59 on structure then west to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in inside travel lanes of Richmond Avenue. 29. Wheeler Option 1 (Dedicated) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street and terminate at Scott Street. This alternative would operate in exclusive guideway. 30. Wheeler Option 1a (Shared Lanes) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street and terminate at Scott Street. This alternative would operate in inside travel lanes of Wheeler Street. Proposed Stations Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Buffalo Speedway (Greenway Plaza), Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Buffalo Speedway (Greenway Plaza), Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Almeda, Dowling, TSU (Wheeler), UH-Main Campus, Scott) Wheeler/Main, Almeda Dowling, TSU (Wheeler), UH-Main Campus, Scott) Preliminary Capital Cost (millions) 1 Preliminary Ridership Forecast 2 $ ,900 $ ,700 $ ,700 $ ,750 $ ,800 $94.1 3, January 2010

11 University Corridor Chapter 2 Alternatives Considered Table 2-1 (continued) Initial University Corridor Conceptual Alternatives Description 31. Wheeler Option 1b (Dedicated; Tunnel) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street to Ennis Street. Alignment would descend into tunnel under TSU campus and terminate at Scott Street. This alternative would operate in exclusive guideway. 32. Wheeler Option 1c (Shared Lanes; Tunnel) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street to Ennis Street. Alignment would descend into tunnel under TSU campus and terminate at Scott Street. This alternative would operate within inside travel lanes of Wheeler. 33. Wheeler Option 2 (Ennis/Elgin - Dedicated) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street; north on Ennis Street; east on Elgin to Eastwood Transit Center. This alternative would operate in exclusive guideway. 34. Wheeler Option 2a (Ennis/Elgin Shared Lanes) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street; north on Ennis Street; east on Elgin Street to Eastwood Transit Center. This alternative would operate in inside travel lanes of Wheeler, Ennis, and Elgin Streets. 35. Wheeler Option 3 (Ennis/Alabama- Dedicated) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street; north on Ennis Street; east on Alabama Street terminating at UH-Main Campus. This alternative would operate within exclusive guideway. 36. Wheeler Option 3a (Ennis/Alabama Shared Lanes) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street; north on Ennis Street ; east on Alabama Street terminating at UH-Main Campus. This alternative would operate in inside travel lanes of Wheeler, Ennis, and Alabama Streets. 37. Alabama Option 1 (Dedicated) Wheeler Station on METRORail Red Line; to bifurcated single track line segments using San Jacinto Street (northbound) and Fannin Street (southbound); east on Alabama terminating at the UH- Main Campus. This alternative would operate in exclusive guideway. 38. Alabama Option 1a (Shared Lanes) Wheeler Station on METRORail Red Line; to bifurcated single track line segments using San Jacinto Street (northbound) and Fannin Street (southbound); east on Alabama Street terminating at the UH-Main Campus. This alternative would operate in inside travel lanes of Alabama Street. Proposed Stations Wheeler/Main, Almeda Dowling, TSU (Wheeler), UH-Main Campus, Scott) Preliminary Capital Cost (millions) 1 Preliminary Ridership Forecast 2 $ ,900 Wheeler/Main, Almeda, Dowling, TSU (Wheeler), UH-Main Campus, Scott) $ ,200 Wheeler/Main, Almeda, Dowling, TSU (Ennis), Riverside, UH-Main Campus Scott), UH-Main Campus (Entrance #17), Eastwood Transit Center Wheeler/Main, Almeda, Dowling, TSU (Ennis), Riverside, UH-Main Campus Scott), UH-Main Campus (Entrance #17), Eastwood Transit Center Wheeler/Main, Almeda, Dowling, TSU (Ennis), Tierwester, UH-Main Campus Scott) Wheeler/Main, Almeda Dowling, TSU (Ennis), Tierwester, UH-Main Campus Scott) $ ,750 $ ,400 $ ,600 $ ,900 Wheeler/Main, Almeda, Dowling, Burkett (TSU), UH-Main Campus Scott) $ ,750 Wheeler/Main, Almeda, Dowling, Burkett (TSU), UH-Main Campus Scott) $ ,200 January

12 Chapter 2 Alternatives Considered University Corridor Table 2-1 (continued) Initial University Corridor Conceptual Alternatives Description 39. Alabama Option 2 (Dedicated) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street; northeast at U.S. 59 and travels under freeway structure to Alabama Street; east on Alabama Street terminating at UH-Main Campus. This alternative would operate in exclusive guideway. 40. Alabama Option 2a (Shared Lanes) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street; northeast at U.S. 59 and travels under freeway structure to Alabama Street; east on Alabama Street terminating at UH-Main Campus. This alternative would operate in inside travel lanes of Alabama Street. 41. Alabama Option 3 (Dedicated) Wheeler Station on METRORail Red Line; north on Main Street following the existing METRORail Red Line. The alignment then turns east at Alabama and terminates at the UH-Main Campus. This alternative would operate in exclusive guideway. 42. Alabama Option 3a (Shared Lanes) Wheeler Station on METRORail Red Line; north on Main Street following the existing METRORail Red Line. The alignment then turns east at Alabama Street and terminates at the UH-Main Campus. This alternative would operate in inside travel lanes of Alabama Street. 43. Elgin Option 1 (U.S. 59/Almeda-Dedicated) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street; northeast at U.S. 59 and under freeway structure; north on Almeda Road; east on Elgin Street terminating at Eastwood Transit Center. This alternative would operate in exclusive guideway. 44. Elgin Option 1a (U.S. 59/Almeda - Shared Lanes) Wheeler Station on METRORail Red Line; east on Wheeler Street at-grade in the center of the street; northeast at U.S. 59 and under freeway structure; north on Almeda Road; east on Elgin Street terminating at Eastwood Transit Center. This alternative would operate in inside travel lanes of Almeda Road and Elgin Street. 45. Elgin Option 2 (Alabama/Almeda-Dedicated) Wheeler Station on METRORail Red Line; to bifurcated single track line segments using San Jacinto Street (northbound) and Fannin Street (southbound); east on Elgin Street terminating at Eastwood Transit Center. This alternative would operate in exclusive guideway. Proposed Stations Preliminary Capital Cost (millions) 1 Preliminary Ridership Forecast 2 Wheeler/Main, Almeda, Dowling, Burkett (TSU) UH-Main Campus Scott) $ ,850 Wheeler/Main, Almeda Dowling, Burkett (TSU), UH-Main Campus Scott) Wheeler/Main, Almeda, Dowling, Burkett (TSU), UH-Main Campus Scott) $92.8 3,300 $ ,750 Wheeler/Main, Almeda, Dowling, Burkett (TSU), UH-Main Campus Scott) $87.8 3,200 Wheeler/Main, HCC, Dowling, Riverside, UH-Main Campus Scott), UH-Main Campus (Entrance #17), Eastwood Transit Center Wheeler/Main, HCC, Dowling, Riverside, UH-Main Campus Scott), UH-Main Campus (Entrance #17), Eastwood Transit Center Wheeler/Main, HCC, Almeda, Dowling, Riverside, UH-Main Campus Scott), UH-Main Campus (Entrance #17), Eastwood Transit Center $ ,850 $ ,500 $ , January 2010

13 University Corridor Chapter 2 Alternatives Considered Table 2-1 (continued) Initial University Corridor Conceptual Alternatives Description 46. Elgin Option 2a (Alabama/Almeda-Shared Lanes) Wheeler Station on METRORail Red Line; to bifurcated single track line segments using San Jacinto Street (northbound) and Fannin Street (southbound); east on Elgin terminating at Eastwood Transit Center. This alternative would operate in inside travel lanes of Almeda Road and Elgin Street. 47. Richmond/Westpark Option 6b (UPRR Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south across the UPRR right-of-way on structure then west along frontage road of U.S. 59 to IH-610 frontage road to Richmond Avenue; west onto Richmond Avenue; south at Sage Road then west on Westpark right-ofway to Hillcroft Transit Center. This alternative would operate in inside travel lanes on Richmond Avenue. 48. Richmond/Westpark Option 6a (UPRR) (Shared Lanes) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south across the UPRR right-of-way on structure then west along Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in inside travel lanes on Richmond Avenue. 49. Richmond/U.S. 59/Westpark (Kirby) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south at Montrose Boulevard to north side of U.S. 59 on structure; west to Revere Street; south across U.S. 59 to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 50. Richmond/U.S. 59/Westpark (UPRR) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south at Montrose Boulevard to north side of U.S. 59 atgrade; west to UPRR; south across U.S. 59 to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. 51. Richmond/U.S. 59/Westpark (UPRR) Wheeler Station on METRORail Red Line; west atgrade in center of Richmond Avenue; south at Montrose Boulevard to north side of U.S. 59 on structure; west to UPRR; south across U.S. 59 to Westpark right-of-way to Hillcroft Transit Center. This alternative would operate in exclusive guideway. Proposed Stations Wheeler/Main, HCC, Almeda, Dowling, Riverside, UH-Main Campus Scott), UH-Main Campus (Entrance #17), Eastwood Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Greenway Plaza West, Weslayan, Post Oak, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Dunlavy, Shepherd, Kirby, Greenway Plaza East, Greenway Plaza West, Post Oak, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Shepherd, Edloe, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Shepherd, Greenway Plaza, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Wheeler/Main, Montrose, Shepherd, Greenway Plaza, Weslayan, Newcastle, South Rice, Hillcroft Transit Center Source: METRO, December Conceptual level cost estimates in 2006 dollars: does not include vehicles or yard and shop facility. 2. Initial ridership estimates for 2030 subject to change with refinement of alternative. Preliminary Capital Cost (millions) 1 Preliminary Ridership Forecast 2 $ ,300 $ ,750 $ ,750 $ ,850 $ ,650 $ ,450 January

14 Chapter 2 Alternatives Considered University Corridor About half of the conceptual alignment alternatives were shared lane alternatives [i.e., the Guided Rapid Transit (GRT) vehicles would operate in a traffic lane with other vehicles]. In response to input received from elected officials and the public that traffic was a key concern, the shared lane alternatives were eliminated because they did not represent the best transit investment for the University Corridor. As a result, 29 conceptual alignment alternatives remained with 20 alternatives on the west and nine alternatives on the east. These remaining conceptual alignment alternatives were renumbered then evaluated for their ability to successfully compete for Federal funding. A Federal funding ratio (preliminary capital cost divided by preliminary ridership forecast) was used as a surrogate for the Federal Cost Effectiveness Index. Table 2-2 summarizes the results of this analysis. Rank ordered by the Federal funding ratio, the conceptual alignment alternatives were further evaluated for constructability and potential traffic and community impacts. The results of the final screening are shown in Table 2-3. Table 2-2 Conceptual Alternatives Alternative West Alternatives 1 Richmond/Westpark (Cummins) 2 Richmond/Westpark (UPRR) 3 Richmond/Westpark (Greenbriar) 4 Richmond/Westpark (Timmons) 5 Richmond/Westpark (Greenway Plaza) 6 Richmond/Westpark (Buffalo Speedway) 7 Richmond/Westpark (Sage) 8 Richmond/Westpark (Edloe) 9 Richmond/UPRR/ U.S. 59 Frontage Road Conceptual Capital Cost (Millions)1 Projected Ridership2 Federal Funding Ratio Description $ ,600 $25,730 Richmond Avenue from Wheeler Station to Cummins then across U.S. 59 on a new grade separation to Westpark terminating at the Hillcroft Transit Center. $ ,750 $26,294 Richmond Avenue from Wheeler Station to UPRR right-of-way then crosses beneath U.S. 59 to Westpark terminating at the Hillcroft Transit Center. $ ,200 $27,618 Richmond Avenue from Wheeler Station to Shepherd Drive/Greenbriar Street to Westpark terminating at the Hillcroft Transit Center. $ ,850 $28,175 Richmond Avenue from Wheeler Station to Timmons Lane then across U.S. 59 on a new grade separation to Westpark terminating at the Hillcroft Transit Center. $ ,750 $28,792 Richmond Avenue from Wheeler Station to Greenway Plaza Drive A then across U.S. 59 on a new grade separation to Westpark terminating at the Hillcroft Transit Center. $ ,700 $29,014 Richmond Avenue from Wheeler Station to Buffalo Speedway then across U.S. 59 on a new grade separation to Westpark terminating at the Hillcroft Transit Center. $ ,200 $30,936 Richmond Avenue from Wheeler Station to Sage to Westpark terminating at the Hillcroft Transit Center. $ ,800 $30,936 Richmond Avenue from Wheeler Station to Edloe to Westpark terminating at the Hillcroft Transit Center. $ ,750 $32,169 Richmond Avenue from Wheeler Station to UPRR right-of-way to U.S. 59 to IH-610 to Richmond Avenue to Sage Road to Westpark terminating at the Hillcroft Transit Center January 2010

15 University Corridor Chapter 2 Alternatives Considered Conceptual Capital Cost (Millions)1 Alternative West Alternatives (continued) 10 U.S. 59/Westpark (elevated south of U.S. 59 from Main to Kirby) 11 U.S. 59/Westpark (at-grade south of U.S. 59 from Main to Hillcroft TC via utility/westpark right-of-way) 12 U.S. 59/Westpark (cantilevered south of U.S. 59 from Main to Dunlavy) 13 Richmond/U.S. 59/ Westpark (Kirby) 14 U.S. 59 HOV/ Westpark (Edloe) 15 Richmond/U.S. 59/ Westpark (UPRR - at-grade) 16 Richmond/Westpark (Dunlavy/U.S. 59/ Edloe) at-grade 17 Richmond/Westpark (Mandell/U.S. 59/ Edloe) at-grade 18 Richmond/U.S. 59/ Westpark (UPRR - elevated) 19 Richmond/Westpark (Dunlavy/U.S. 59/ Edloe) elevated 20 Richmond/Westpark (Mandell/U.S. 59/ Edloe) elevated Table 2-2 (continued) Conceptual Alternatives Projected Ridership2 Federal Funding Ratio Description $ ,650 $37,421 From Wheeler Station south at-grade on Main Street under U.S. 59 along the eastbound shoulder of U.S. 59 on elevated structure to Westpark right-of-way terminating at the Hillcroft Transit Center. $ ,000 $39,367 From Wheeler Station south at-grade on Fannin to U.S. 59 and west on new right-of-way to Westpark terminating at the Hillcroft Transit Center. $ ,300 $42,081 From Wheeler Station south at-grade on Fannin Street to U.S. 59 and west along the south side of U.S. 59 with one track cantilevered along the eastbound shoulder of U.S. 59 on an elevated structure and one at-grade ballast track to Westpark terminating at the Hillcroft Transit Center. $ ,850 $47,604 Richmond Avenue from Wheeler Station to Montrose to north U.S. 59 frontage road (elevated) to east of Kirby to Westpark terminating at Hillcroft Transit Center. $ ,900 $50,610 From Wheeler Station south at-grade on Fannin to U.S. 59 on structure in the U.S. 59 HOV lanes to Edloe Street to Westpark terminating at the Hillcroft Transit Center. $ ,650 $52,422 Richmond Avenue from Wheeler Station to Montrose to north U.S. 59 frontage road (at-grade) to UPRR to Westpark terminating at Hillcroft Transit Center. $ ,900 $57,439 Richmond Avenue from Wheeler Station to Dunlavy to U.S. 59 then along U.S. 59 at-grade to Edloe Street to Westpark terminating at the Hillcroft Transit Center. $ ,900 $60,764 Richmond Avenue from Wheeler Station to Mandell to U.S. 59 then along U.S. 59 at-grade to Edloe Street to Westpark terminating at the Hillcroft Transit Center. $ ,450 $62,195 Richmond from Wheeler Station to Montrose to north U.S. 59 frontage road (elevated) to UPRR to Westpark terminating at Hillcroft Transit Center. $ ,700 $77,046 Richmond Avenue from Wheeler Station to Dunlavy to U.S. 59 then along U.S. 59 on structure to Edloe Street to Westpark terminating at the Hillcroft Transit Center. $ ,850 $77,303 Richmond Avenue from Wheeler Station to Mandell Street to U.S. 59 then along U.S. 59 on structure to Edloe Street to Westpark terminating at the Hillcroft Transit Center. January

16 Chapter 2 Alternatives Considered University Corridor Table 2-2 (continued) Conceptual Alternatives Alternative East Alternatives 1 Elgin (U.S. 59/ Almeda/Elgin/ Eastwood TC) 2 Alabama (U.S. 59/ Alabama/UH) 3 Wheeler (Ennis/ Elgin/Eastwood TC) Conceptual Capital Cost (Millions)1 Projected Ridership2 Federal Funding Ratio Description $ ,850 $27,605 From Wheeler Station on Wheeler to under U.S. 59 to Almeda Road to Elgin Street terminating at the Eastwood Transit Center. $ ,850 $29,431 From Wheeler Station on Wheeler to under U.S. 59 to Alabama Street terminating at the UH-Main Campus. $ ,750 $29,675 From Wheeler Station on Wheeler Street to Ennis Street to Elgin Street terminating at the Eastwood Transit Center. 4 Wheeler (TSU/UH) $ ,800 $31,111 From Wheeler Station on Wheeler terminating at the 5 Elgin/Alabama/ Almeda/ Elgin/ Eastwood TC) 6 Alabama (Main Street/ Alabama/UH) 7 Wheeler (Ennis/ Alabama/UH) 8 Alabama (San Jacinto/ Fannin/ Alabama/UH) 9 Wheeler (TSU Tunnel/ UH) UH-Main Campus. $ ,800 $31,522 From Wheeler Station on Wheeler Street to San Jacinto Street (northbound) and Fannin Street (southbound) to Alabama to Almeda to Almeda/Crawford Streets to Elgin Street terminating at the Eastwood Transit Center. $ ,750 $33,589 From Wheeler Station on Main Street to Alabama Street terminating at the UH-Main Campus. $ ,600 $36,989 From Wheeler Station on Wheeler Street to Ennis Street to Alabama Street terminating at the UH-Main Campus. $ ,750 $37,741 From Wheeler Station on Wheeler Street to San Jacinto Street (northbound) and Fannin Street (southbound) to Alabama Street terminating at the UH-Main Campus. $ ,900 $79,459 From Wheeler Station on Wheeler Street with a tunnel under TSU terminating at the UH-Main Campus. Source: METRO, December Conceptual level cost estimates in 2006 dollars: does not include vehicles or yard and shop facility. 2. Initial ridership estimates for 2030 subject to change with refinement of alternative January 2010

17 University Corridor Chapter 2 Alternatives Considered Table 2-3 Final Screening of Conceptual Alternatives Alternative Final Screening Short List West Alternatives 1 Richmond/ Westpark (Cummins) 2 Richmond/ Westpark (UPRR) 3 Richmond/ Westpark (Greenbriar) 4 Richmond/ Westpark (Timmons) 5 Richmond/ Westpark (Greenway Plaza) 6 Richmond/ Westpark (Buffalo Speedway) Best Federal Funding Ratio Serves all major activity centers along Richmond Avenue and Westpark Drive Provides access to major population densities along corridor Moderate construction cost Aerial structure crossing UPRR conflicts with Center Point Energy power lines adjacent to UPRR Issues with adjacent Harris County Flood Control District drainage channel Acquiring right-of-way from the UPRR and/or CenterPoint Energy would most likely compromise future expansion plans for freight or commuter rail lines and additional power lines Major constructability issues with an active freight railroad and power lines Requires relocating or covering Harris County Flood Control District Channel W129 that drains the IH-610/U.S. 59 Interchange and surrounding area which increases flooding risks during construction Viable alternatives exist that respond to community concerns Does not directly serve Greenway Plaza U.S. 59 overpass at Greenbriar Drive would require reconstruction At-grade GRT line crossing through multiple, congested intersections severely aggravating north/south traffic congestion Major property acquisitions associated with turn from Richmond Avenue to Shepherd Drive and Greenbriar Drive Major property acquisitions and utility adjustments along south side of U.S. 59 between Greenbriar Drive and Kirby Drive Essentially the same as Richmond/Westpark (Cummins) alternative but Cummins Street has better Federal Funding Ratio Approach ramp to elevated structure on Timmons Lane would reduce existing traffic access to Lakewood Church Location of sky-bridge across Timmons Lane forces location of approach ramp that restricts access to Lakewood Church Elevated structure across U.S. 59 at Timmons Lane would be higher that at Cummins Street because U.S. 59 is higher at Timmons Lane Higher traffic volumes on Timmons Lane because of concentration of development on both sides of Timmons Lane Good Federal Funding Ratio Provides premium service to Greenway Plaza Provides joint development opportunities with Greenway Plaza Potential structural conflicts with underground parking garages Essentially the same as Richmond/Westpark (Greenway Plaza) alternative but Greenway Plaza has a better Federal Funding Ratio Loss of joint development opportunities with Greenway Plaza Excessive structure required to straddle street and avoid entrances to Greenway Plaza Need to design structures to avoid underground parking garages and ramp Acquisition of landscaped area required for acute turn from Richmond to Buffalo Speedway Structure over U.S. 59 crosses highway at highest point requiring a longer and higher structure Recommended Not Recommended Not Recommended Not Recommended Recommended Not Recommended January

18 Chapter 2 Alternatives Considered University Corridor Table 2-3 (continued) Final Screening of Conceptual Alternatives Alternative Final Screening Short List West Alternatives (continued) 7 Richmond/ Westpark (Sage) 8 Richmond/ Westpark (Edloe) 9 Richmond/ UPRR/U.S. 59 Frontage Road 10 U.S. 59/ Westpark (elevated south of U.S. 59 from Main to Kirby) 11 U.S. 59/ Westpark (at-grade south of U.S. 59 from Main to Hillcroft Transit Center via utility/ Westpark right-ofway) Viable alternatives exist that respond to community concerns Existing severe traffic congestion at Richmond Avenue and IH-610 intersection; proposed GRT line would result in worse traffic delays Substantial capital investment required to mitigate traffic impacts of GRT line on Richmond Avenue at IH-610 Right-of-way acquisition required on Sage Road Overpass at U.S. 59 and Westpark Toll Road at Sage Road would require reconstruction Conflicts with Center Point Energy power lines adjacent to UPRR Essentially the same as Richmond/Westpark (Greenway Plaza) alternative but Greenway Plaza has a better Federal Funding Ratio Loss of joint development opportunities with Greenway Plaza Direct conflict with entrance and exit to U.S. 59 HOV lane GRT line would require reduction of traffic lanes on Edloe Street or a rebuild of Edloe Street structure to accommodate both traffic and GRT line GRT line would further complicate non-standard intersection of Westpark Drive and Edloe Street Intersection of Westpark Drive and Edloe Street has existing severe traffic congestion; turn from Richmond Avenue to Edloe Street would exacerbate the congestion Existing severe traffic congestion at Richmond Avenue and IH-610 intersection; proposed GRT line turn from IH-610 frontage road to Richmond Avenue would result in worse traffic delays Substantial capital investment required to mitigate traffic impacts of GRT line Right-of-way acquisition required on Sage Road Overpass at U.S. 59 and Westpark Toll Road at Sage Road would require reconstruction Extended conflicts with Center Point Energy power lines adjacent to UPRR Viable alternatives exist that respond to community concerns Does not directly serve Greenway Plaza Requires loss of shoulder on U.S. 59 for columns which necessitates lane usage fee and impacts highway operations Response to fire emergency would be difficult from either highway or Westpark Drive side Construction time and cost could be increased due to maintenance of traffic capacity on U.S. 59 Viable alternatives exist that respond to community concerns Does not directly serve Greenway Plaza Major property acquisitions from Dunlavy Street to Main Street Major relocation of high power lines from Dunlavy Street to Main Street Major property acquisitions and utility adjustments along south side of U.S. 59 between Greenbriar Drive and Kirby Drive Not Recommended Not Recommended Not Recommended Not Recommended Not Recommended 2-16 January 2010

19 University Corridor Chapter 2 Alternatives Considered Table 2-3 (continued) Final Screening of Conceptual Alternatives Alternative Final Screening Short List West Alternatives (continued) 12 U.S. 59/ Westpark (cantilevered south of U.S. 59 from Main to Dunlavy) 13 Richmond/U.S. 59/ Westpark (Kirby) 14 U.S. 59 HOV/ Westpark (Edloe) 15 Richmond/U.S. 59/ Westpark (UPRR-at-grade) 16 Richmond/ Westpark (Dunlavy/U.S. 59/ Edloe) at-grade 17 Richmond/ Westpark (Mandell/ U.S. 59/Edloe) at-grade 18 Richmond/U.S. 59/Westpark (UPRR - Elevated) 19 Richmond/ Westpark (Dunlavy/U.S. 59/ Edloe) elevated 20 Richmond/ Westpark (Mandell/U.S. 59/ Edloe) elevated Viable alternatives exist that respond to community concerns Does not directly serve Greenway Plaza Large risk factor associated with construction south of existing U.S. 59 retaining wall Major property acquisitions from Dunlavy Street to Main Street Major relocation of high power lines from Dunlavy Street to Main Street Major property acquisitions and utility adjustments along south side of U.S. 59 between Greenbriar Drive and Kirby Drive Construction time and cost could be increased due to maintenance of traffic capacity on U.S. 59 Minimizes impacts to Richmond Avenue Viable alternatives exist that respond to community concerns Does not directly serve Greenway Plaza Displaces existing HOV lane GRT line would require reduction of traffic lanes on Edloe Street or a rebuild of Edloe Street structure to accommodate both traffic and GRT line GRT line would further complicate non-standard intersection of Westpark Drive and Edloe Street Intersection of Westpark Drive and Edloe Street has existing severe traffic congestion; turn from Richmond Avenue to Edloe Street would exacerbate the congestion Minimizes impacts to Richmond Avenue Viable alternatives exist that respond to community concerns Very poor Federal Funding Ratio Viable alternatives exist that respond to community concerns Very poor Federal Funding Ratio Minimizes impacts to Richmond Avenue Very poor Federal Funding Ratio Viable alternatives exist that respond to community concerns Very poor Federal Funding Ratio Viable alternatives exist that respond to community concerns Very poor Federal Funding Ratio Not Recommended Recommended Not Recommended Not Recommended Not Recommended Not Recommended Not Recommended Not Recommended Not Recommended January

20 Chapter 2 Alternatives Considered University Corridor Table 2-3 (continued) Final Screening of Conceptual Alternatives Alternative Final Screening Short List East Alternatives 1 Elgin (U.S. 59/ Almeda/Elgin/ Eastwood TC) 2 Alabama (U.S. 59/ Alabama/ UH) 3 Wheeler (Ennis/ Elgin/ Eastwood TC) 4 Wheeler (TSU/UH) 5 Elgin/Alabama/ Almeda/Elgin/ Eastwood TC) 6 Alabama (Main Street/Alabama/ UH) 7 Wheeler (Ennis/ Alabama/ UH) 8 Alabama (San Jacinto/Fannin/ Alabama/UH) 9 Wheeler (TSU Tunnel/ UH) Source: METRO, December 2006 Does not directly serve TSU or Cuney Homes Misses higher population densities in the Third Ward After Elgin (U.S. 59/Almeda/Elgin/Eastwood TC) alternative, best Federal Funding Ratio Serves HCC, TSU, Cuney Homes, and UH-Main Campus Potential future conflicts with extending line to Eastwood Transit Center After Elgin (U.S. 59/Almeda/Elgin/Eastwood TC) alternative, second best Federal Funding Ratio Serves TSU, Cuney Homes, UH-Main Campus, and Eastwood Transit Center Provides good walk access to population densities in the corridor Viable alternatives exist that respond to TSU s concerns Wheeler Street through TSU is not public street Disruption to the TSU campus Historic, cultural, and environmental justice issues associated with bisecting TSU Essentially the same as Elgin Street via U.S. 59 alternative but has a worse Federal Funding Ratio Does not directly serve TSU or Cuney Homes Misses higher population densities in the Third Ward Essentially the same as Alabama Street (U.S. 59/Alabama/UH) alternative but has a worse Federal Funding Ratio Operational issues with Main Street LRT line Potential future conflicts with extending line to Eastwood Transit Center Acceptable Federal Funding Ratio Serves TSU, Cuney Homes, and UH-Main Campus Potential future conflicts with extending line to Eastwood Transit Center Essentially the same as Alabama (U.S. 59/Alabama/UH) alternative but has a worse Federal Funding Ratio Requires bifurcated service on San Jacinto and Fannin which raises capital costs and increases environmental impacts Potential future conflicts with extending line to Eastwood Transit Center Very poor Federal Funding Ratio Not Recommended Recommended Recommended Not Recommended Not Recommended Not Recommended Recommended Not Recommended Not Recommended In December 2006, the METRO Board of Directors approved a short list of alignments (three west and three east alignment) to be studied further in the DEIS. The METRO Board held numerous system plan meetings with staff, local elected official and their constituencies and stakeholders, and the public before the Board arrived at their decision that these alignments were the most suitable choice because of superior ridership forecasts and lower capital costs. West Alignments. The Richmond/Westpark (Cummins) alternative was short-listed because it had the best Federal funding ratio; it serves all of the major activity centers along Richmond Avenue 2-18 January 2010

21 University Corridor Chapter 2 Alternatives Considered and Westpark Drive; it provides access to major population densities along the corridor; and it has a moderate conceptual construction cost. The Richmond/Westpark (Greenway Plaza) alternative was short-listed because it had a good Federal funding ratio; it provides premium transit service to Greenway Plaza; and it provides joint development opportunities with Greenway Plaza. The Richmond/U.S. 59/Westpark (Kirby) alternative was short-listed because it minimized potential impacts to Richmond Avenue a major concern raised during the scoping process. East Alignments. The Alabama (U.S. 59/Alabama/UH) alternative was short-listed because it has the best Federal funding ratio and it serves Houston Community College (HCC)-Central College, Texas Southern University (TSU), Cuney Homes, and University of Houston (UH)-Main Campus. The Wheeler (Ennis/Elgin/Eastwood Transit Center) alternative was short-listed because it has the second best Federal funding ratio; it serves HCC-Central College, TSU, Cuney Homes, and UH-Main Campus; and it provides good walking access to population densities in the corridor. The Wheeler (Ennis/Alabama/UH) alternative was short-listed because it has an acceptable Federal funding ratio and it serves HCC-Central College, TSU, Cuney Homes, and UH-Main Campus. 2.2 JULY 2007 DEIS ALTERNATIVES The purpose of the DEIS was to establish a need for transit improvements and develop, analyze, and compare alternatives for implementing improvements within a corridor. The alternatives include the No Build, Transportation System Management (TSM)/Baseline, and Build Alternatives. The subsequent chapters discuss these alternatives in terms of the economic, social, and environmental effects and impacts to the University Corridor DEIS No Build Alternative The No Build Alternative includes all transportation facilities and services programmed for implementation by This alternative includes highway and roadway improvements, as well as transit services and facilities. The Houston-Galveston Area Council (H-GAC) 2025 Regional Transportation Plan (RTP) amended December 2006, Draft 2035 RTP (H-GAC Transportation Policy Council briefing, March 2007), and Transportation Improvement Program (TIP) serve as the basis for defining the elements of the No Build Alternative. The No Build Alternative establishes the basis for comparison in the evaluation of transportation and environmental impacts of the build alternatives proposed for the University Corridor. The No Build Alternative proposes that no major transit or transportation improvements would be made in the University Corridor beyond what has been committed to in the adopted RTP Highway and Roadway Improvements The RTP considers the transportation needs of the eight-county Houston-Galveston region. The planned roadway improvements identified in the RTP include the expansion and reconstruction of the regional roadway and High Occupancy Vehicle (HOV) system. Even with the implementation of the transportation projects included in the Draft 2035 RTP, congestion levels will grow over today s levels because of the continued growth and January

22 Chapter 2 Alternatives Considered University Corridor development in the region. However, if the transportation projects in the RTP were not implemented, future congestion would more than double by The expansion of roadways, transit services, and facilities contained in the Draft 2035 RTP is limited by estimates of actual funds available to support their construction, operation, and maintenance. Table 2-4 summarizes the added capacity projects included in the Draft 2035 RTP. Table 2-4 DEIS No Build Alternative Regional Roadway Improvements Roadway Facility Lane Miles Lane Miles Lane Miles Freeway/Tollway 4,176 6,123 6,390 Principal Arterial 15,747 13,944 13,995 Other Arterial 3,646 4,414 4,300 Managed Lane Smart Streets - 1,388 7,319 Total Lane Miles 23,856 25,721 32,879 Source: Draft 2035 RTP; H-GAC, March 22, 2007 (includes eight-county region) Plans call for more freeway widening and improvement projects than construction of new freeways. Projects include improvements that have required years of planning to replace deteriorating structures due to age and heavy usage, upgrade major facilities to current design standards, and provide improved freight access to and from developing parts of the region. Added capacity improvements are along the corridors where the most significant traffic congestion is today and where it is projected to be in the future. Figure 1-5 illustrates the planned Regional Roadway System by Transit Services The METRO service area encompasses 1,285 square miles comprising most of Harris County and small portions of Fort Bend, Waller, and Montgomery Counties. METRO provides approximately 6,700 route miles of service using more than 1,450 buses on fixedroutes and special events service (such as sporting and community event shuttles). The system operates seven days a week, and provides service approximately 20 hours per day. Earliest weekday bus service occurs at 4:15 a.m. and the last bus service occurs at 1:19 a.m. Weekend and holiday service begins an hour later in the morning; however, the last bus service occurs at the same time as on weekdays and at 2:47 a.m. on Fridays and Saturdays. Transit services included in the No Build Alternative consist of all existing METRO transit routes and passenger facilities, funded and scheduled service and capital improvements, the METRO Solutions Plan elements, and other transit improvements programmed through 2035 that have been adopted in the 2025 RTP and proposed for adoption in the Draft 2035 RTP. The No Build Alternative includes the existing, programmed, committed, and planned transit improvements through the year 2035, as listed in the Draft 2035 RTP. The RTP includes over 66 miles of light rail transit (LRT) or GRT; 92 miles of commuter rail transit; over 50 percent more service; implementation of new Signature Express bus service; 250 miles of two-directional all-day Park & Ride service; new Park & Ride lots; and new transit centers over the existing transit system January 2010

23 University Corridor Chapter 2 Alternatives Considered Proposed Bus Improvements. The bus service improvements identified in the No Build Alternative include new route alignments and service frequency modifications. Bus service in the metropolitan region would be increased over 50 percent. The service operating plan would also go through a transition reorienting the local bus service from a radial network to a modified grid network with connections to the GRT and LRT corridor alignments which would provide enhanced transit service and regional connectivity. The committed service improvements would change the existing system as indicated in Table 2-5. Table 2-5 Comparison DEIS No Build Alternative Transit Service Improvements Element No Build (estimate) Fixed Routes by Service Type Bus Fleet Size 74 Local 8 Express 26 Park & Ride 1,457 (including 122 Local 5 Signature Express 35 Park & Ride 1,524 (including spares) spares) Annual Revenue Miles of Bus Service million million Annual Revenue Hours of Bus Service 3.10 million 3.77 million Light Rail Fleet Size 18 LRT cars 86 LRT cars Annual Revenue Miles of Light Rail Service Annual Revenue Hours of Light Rail Service Source: Houston METRO, Operations Planning, January , million 62, ,664 This plan introduces Signature Express, a new bus service concept, which would incorporate a limited stop operation, offer enhanced passenger amenities, and provide more frequent and faster service to a variety of regional destinations. Passenger Amenities o Distinct bus stops with a unique image that clearly identifies the service as different from local service. o Real-time bus arrival information. o Includes upgraded shelter, lighting, and schedule and map space. o Stop locations serving high demand areas, based on projected ridership. Technology o Upon full deployment, stops will utilize real time bus arrival technology to inform patrons automatically of anticipated next bus arrivals. o Previously installed Regional Computerized Traffic Signal System Opticom traffic signal devices will provide transit signal priority. Infrastructure o Major intersections along proposed routes designed with right-turn only lanes. o Queue jumpers and signal timing adjustments to clear intersections will allow buses to bypass traffic queues to help realize significant trip time reduction. Vehicles o Vehicles branded with distinct paint scheme that visually associates vehicles to service stops. o Interior amenities to include upgraded seats, carpeted sidewalls, upgraded destination sign, interior security cameras, and an air cleaning system capable of eliminating over 95 percent of known airborne biological toxins. January

24 Chapter 2 Alternatives Considered University Corridor The routes identified as Signature Express service include Bellaire/Holcombe/OST/Wayside, Westheimer Route, Gessner Route, FM 249/Tidwell Route, and Texas Medical Center Transit Center to the new Southeast Transit Center at Griggs and Martin Luther King Boulevard. Identified in the 2035 METRO Solutions Plan, this service addresses high ridership growth and the need for decreased trip times occurring in certain corridors. Included in the long range plan assumptions is a provision to purchase new custom equipment and construct enhanced bus stops with state of the art amenities. Building upon the anticipated growth of the enhanced express service, a few of the initial Signature Express routes may transition to high capacity Bus Rapid Transit (BRT) in later years. Transit Capital Improvements. Since its inception in 1979, METRO has constructed a number of transit facilities, such as transit centers, Park & Ride lots, and storage and maintenance facilities to support its current bus operations. In addition, METRO currently operates approximately 100 miles of HOV lanes that commuter routes and carpools/vanpools use. Figure 2-3 shows the regional HOV lane system. Figure 2-3: Existing HOV Facilities Source: METRO, June 6, 2006 In 2004, the first 7.5 miles of light rail transit became operational, providing service from the Reliant Park area to the UH-Downtown which is supported by 16 stations (two of which are also transit centers and a third station is also a Park & Ride lot) and a METRORail Yard and Shop January 2010

25 University Corridor Chapter 2 Alternatives Considered METRO is completing the Preliminary Engineering (PE) for the North, Southeast, East End, and Uptown corridors. These corridors are extensions of METRO GRT program designed to address the travel needs of priority corridors with high capacity transit technologies. The new and expanded facilities reflect a regional balance and were identified in conjunction with the development and integration of the regional bus and rail transit network. Figure 2-4 identifies the transit network that is included in the No Build Alternative. Figure 2-5 identifies the current and future (2035) commuter services and Park & Ride lots also included in the No Build Alternative. To accommodate the increase in service levels assumed to occur, METRO plans to expand or increase the number of transit facilities supporting both rail and bus operations as indicated in Table 2-6. Figure 2-4: No Build Alternative Transit Bus Network January

26 Chapter 2 Alternatives Considered University Corridor Figure 2-5: No Build Alternative Commuter Services and Park & Ride Sites 2-24 January 2010

27 University Corridor Chapter 2 Alternatives Considered Table 2-6 No Build Alternative Transit Capital Facilities Transit Facility Bus Park & Ride Lots Bus-only Transit Centers HOV Lanes Used By METRO 103 miles miles 2 (Centerline Miles) Miles of Rail Transit Light Rail Park & Ride Lots 1 3 Light Rail-Bus Transit Centers 2 7 Miles of Commuter Rail Transit 0 92 Bus and Light Rail Storage and Maintenance Facilities Other METRO Storage and Maintenance Facilities 5 bus facilities 1 LRT Facility 1 non-revenue vehicle facility 1 central supply Source: METRO Service Planning and METRO Capital Planning 1. METRO Planning, Engineering & Construction, HOV Lane Program Status Report, June Generated from Houston METRO EMME/2 Travel Demand Model for No Build Scenario, January GRT maintenance facility refers to LRT, commuter rail, or BRT yard and shop 6 bus facilities 3 GRT facilities 3 1 non-revenue vehicle facility 1 central supply A major part of the No Build Alternative is the inclusion of a rail component in the committed plan. Fifty-six miles of LRT and eight miles of commuter rail transit are included in the No Build Alternative as shown in Figure 2-5. The following is a summary of the No Build rail component: LRT/GRT Component: North Corridor UH-Downtown to Bush Intercontinental Airport. Southeast Corridor. o Downtown/Bagby to Hobby Airport (Hinman Park & Ride). o Sunnyside Branch Southeast Transit Center to Bellfort. East End Corridor. o Capitol/Dowling to Magnolia Transit Center. o Magnolia Transit Center to Telephone Road. Uptown Corridor Westpark/South Rice Transit Center to Northwest Transit Center. Katy Freeway (Inner Katy) North Intermodal Terminal to Northwest Transit Center. METRORail Red Line Fannin South to UH-Downtown. Commuter Rail Transit Component: South Main/U.S. 90A Corridor. o SH 36 Richmond/Rosenberg to Bellaire Junction to North Intermodal Terminal. Northwest/U.S. 290 Corridor. o Prairie View to North Intermodal Terminal. Almeda Line GRT (railroad right-of-way)/sh 288 Corridor. o FM 521 to North Intermodal Terminal. Galveston/SH 3 Corridor. o Galveston Cruise Terminal to North Intermodal Terminal. January

28 Chapter 2 Alternatives Considered University Corridor DEIS TSM/Baseline Alternative The Transportation System Management (TSM)/Baseline Alternative is defined as the best that can be done for mobility without constructing a new transit guideway. An FTA acceptable TSM alternative emphasizes transportation system upgrades such as intersection improvements, minor road widening, traffic engineering actions, bus route restructuring, shortened bus headways, expanded use of articulated buses, reserved bus lanes, contra-flow lanes for buses and HOVs on freeways, special bus ramps on freeways, expanded park/ride facilities, express and limited-stop service, signalization improvements, and timed-transfer operations. The TSM/Baseline Alternative for University Corridor consisted of an enhanced bus service, similar to a BRT or Signature service that runs from Hillcroft Transit Center to UH-Main Campus along Westpark Drive, Edloe Street (crossing U.S. 59 on the existing Edloe Street overpass), Richmond Avenue, transitioning to Wheeler Street, then San Jacinto Street (northbound) and Fannin Street (southbound) to Alabama Street. Right-of-way acquisitions would be required at the transition between Richmond Avenue and Wheeler Street. The bus stops assume modern amenities such as off-board fare collection system and passenger information system. Wherever possible, the bus service would receive signal priority to improve travel times. The proposed bus stops would be located at: Scott Street/Alabama Street (UH). Burkett Street/Alabama Street. Ennis Street/Alabama Street. Dowling Street/Alabama Street. Almeda Road/HCC-Central College. Wheeler Station. Montrose Boulevard. Dunlavy Street. Shepherd Drive. Kirby Drive. Greenway Plaza East (Richmond Avenue and Edloe Street). Weslayan Street/Westpark Drive. Newcastle Drive/Westpark Drive. South Rice Avenue. Hillcroft Transit Center. The headways would be 20 minutes all day, including both peak and off-peak periods. Fares would be based on the METRO fare structure policy. The TSM/Baseline Alternative assumes that parking at Hillcroft Transit Center, South Rice, Newcastle, Wheeler Station, UH-Main Campus, and Eastwood Transit Center stations would be free. Vehicle peak operating speeds would be 12 mph; depending on traffic conditions. The operating hours for the TSM/Baseline Alternative would be the same as the existing METRO service DEIS Build Alternatives This section describes the Build Alternatives considered for the University Corridor from Hillcroft Transit Center to Eastwood Transit Center evaluated in the July 2007 DEIS. The Build Alternatives varied by technology and alignment. Except where noted, the alternative alignments applied to both technologies considered: LRT and BRT-Convertible. The alternatives presented in July 2007 DEIS represented a range of the potential technologies that could have been selected to address the challenges in the University Corridor January 2010

29 University Corridor Chapter 2 Alternatives Considered The Build Alternatives were divided into segments to facilitate the analysis of individual segments that could be combined to form an alignment. For this reason, the alternatives were segmented based on common points at Weslayan Street and Main Street. Impacts studied within the July 2007 DEIS were associated with particular segments, allowing accurate analysis of any alternative derived from mixing and matching the various segments. Table 2-7 presents the three segments and the naming system associated with these segments. These segment names are referenced throughout the DEIS and will also be referenced in this FEIS. Figure 2-6 provides an overview of the alignments and segments. Segment Number I II III Table 2-7 University Corridor Alternative Segments Limits Hillcroft Transit Center to Weslayan Street Weslayan Street to Main Street Main Street to Eastwood Transit Center Figures 2-7 through 2-12 depict the general alignment of the proposed Build Alternatives as well as the general location of the stations. The Build Alternatives considered in the July 2007 DEIS were: Richmond/Westpark (Cummins). Richmond/Westpark (Greenway Plaza). Richmond/U.S. 59/Westpark (Kirby). Alabama (U.S. 59/Alabama/UH). Wheeler (Ennis/Elgin/Eastwood Transit Center). Wheeler (Ennis/Alabama/UH) LRT Build Alternatives The LRT Build Alternatives were similar to the existing METRORail system utilizing the same vehicle type operating in a barrier-separated, semi-exclusive right-of-way with embedded and ballasted track, allowing cross street traffic at all signalized intersections. The following describes the alignment alternatives evaluated in the July 2007 DEIS. Segment I - LRT Alignment Alternative. For Segment I, only one alignment alternative was developed. This alternative began at the Hillcroft Transit Center and proceeded east on the METRO-owned Westpark railroad right-of-way. The alignment continued east on ballasted track along the Westpark right-of-way to approximately 1,200 feet west of the Union Pacific Railroad (UPRR) tracks where the alignment rose onto an aerial structure to cross over the freight railroad. The alignment returned to grade on ballasted track approximately 1,200 feet east of the UPRR tracks and continued to Weslayan Street. The alignment included proposed at-grade stations at Hillcroft Transit Center, South Rice Avenue, Newcastle Drive, and Weslayan Street. The total distance of this LRT Build Alternative was 3.6 miles. January

30 ALLEN MAIN LYONS HOGAN TAYLOR JENSEN ELYSIAN VIADUCT MAIN HOUSTON CROCKETT SAWY ER CLINTON PRESTON RUNNELS COMMERCE FANNIN PRAIRIE BAGBY CANAL TEXAS SAMPSON LOUISIANA HARRISBURG MC KINNEY PEASE YORK CRAWFORD MC GOWEN POLK DOWLING ELGIN LEELAND SPUR 527 ERNESTINE CULLEN DREW SAUER LOCKWOOD ALMEDA EASTWOOD TRANSIT CENTER WHEELER BLODGETT CALHOUN ENNIS SOUTHMORE BINZ TIERWESTER CALUMET MARTIN LUTHER KING MACGREGOR SCOTT CALHOUN GRIGGS ALMEDA CULLEN Segment III Main Street to Eastwood Transit Center MACGREGO R YELLOWSTONE JUTLAND HOLMES DALLAS STUDEMONT HOLT MONTROSE CAMBRIDGE OLD SPANISH TRAIL HOLCOMBE YALE WASHINGTON WAUGH GRAY WILLARD DUNLAVY DURHAM T C JESTER INWOOD SHEPHERD VERMONT RICHMOND GREENBRIAR Segment II Weslayan Street to Main Street KIRBY BELLFORT RICE BELLAIRE ALABAMA WESTHEIMER BUFFALO SPEEDWAY UNIVERSITY EDLOE STELLA LINK WESLAYAN BELLFORT SAN FELIPE ME MORIAL UNION PACIFIC RR NEWCASTLE BISSONNET BELLAIRE POST OAK POST OAK POST OAK Segment I Hillcroft Transit Center to Weslayan Street SAGE HALLMARK YORKTOWN RICE FOURNACE FOURNACE CHIMNEY ROCK RICE BEECHNUT BRAESWOOD CHIMNEY ROCK WESTPARK SAN FELIPE POST OAK ALABAMA tu GULFTON LEGEND University Corridor Alternative Alignments METRORail Red Line Uptown Line (planned) Southeast Line (planned) North Line (planned) WOODWAY VOSS HILLCROFT TRANSIT CENTER HILLCROFT RENWICK Figure 2-6: Alignment Alternatives and Segments METRO University Corridor HILLCROFT Miles Data Source: METRO (2007) BRAESWOOD

31 BORDLEY SAN FELIPE WEST WILLERS 59 ELM ELM PARK MAIN NORFOLK SUNSET PLUMB ELM EATON HUISACHE GRENNOCH TARTAN FALKIRK CAREW GRAPE ALLEN MEMORIAL TIEL MC KINNEY DALLAS WAUGH SHEPHERD ASBURY ROSINE ROCHOW WESTCOTT CRESTWOOD RIVERWAY BERING RIVERVIEW SHADYWOOD HOPSON LAMAR LAMAR TIRRELL POST OAK TIMBER SHADDER CUSHING WILSON GILLETTE GENESEE POLK MARCONI EBERHARD GROSS TROON PINE HILL TANGLEWOOD CLAY MC DUFFIE TILBURY CHILTON GRAY SAGE ROCKY RIVER PINE SHADOWS BRIAR RIDGE TANGLE BELL HAZEL SUGAR HILL WOODWAY O'NEIL PEDEN HADDON INWOOD DEL MONTE LAZY LANE LONGMONT LYNBROOK MASON WHITNEY DOLIVER VERMONT ELMEN MORSE FAIRVIEW DRISCOLL INVERNESS BOMAR BRUN CEDAR CREEK VALLEY FORGE DENNIS DREW PELHAM HALLMARK TUAM WELCH CHEVY CHASE BRAZOS HELENA PACIFIC HYDE PARK SAN FELIPE DUNLAVY WOODHEAD AUGUSTA INDIANA TAFT GRANT WINDSOR HULDY REBA RIVER OAKS LARCHMONT OLYMPIA BRIAR HOLLOW POST OAK PARK WYNDEN REUBEN OAK TAFT KNOLLWOOD LEGEND University Corridor Alternative Alignment! BELL PEDEN BOMAR WELCH BRAZORIA PERSA AVALON PLACE BRIAR OAKS WESTBRIAR TERWILLIGER PARK UNION PACIFIC RR At Grade Sections Elevated Sections Proposed Station METRORail Red Line Uptown Line (planned) DOLIVER LONGMONT DEL MONTE WILLERS CALIFORNIA TIMBER NANTUCKET POTOMAC ELLA LEE WILLOWICK WINROCK MILAM STANFORD MONTROSE YORKTOWN BRIARGROVE LOVETT WESTGATE CLAREMONT WILLERS Wheeler Station AMBASSADOR LOCKE BRIARMEAD HAWTHORNE FLORA WESTCREEK INWOOD INWOOD Dunlavy Station PIPING ROCK 610 HAROLD KIPLING YUPON ALABAMA FANNIN YOAKUM MT VERNON PECKMAN PERSA WICKERSHAM BETTIS MARSHALL VOSS SPUR 527 JACK REVERE ARGONNE MCCUE SACKETT EASTSIDE BURGOYNE ESSEX IVANHOE STEELE SAINT SUTTON BUTE Greenway West Station 610 Kirby Station OVERBROOK OLYMPIA OLYMPIC KIPLING EASTGROVE MEADOW LAKE SUL ROSS BRANARD LAKE EDLOE TIMMONS WESTLANE!!!!! WESTHEIMER! CUMMINS! WESLAYAN SUFFOLK KETTERING BROWNWAY ELLA LEE ELLA LEE OVERBROOK SUL ROSS BANNING COLQUITT BRANARD POST OAK KLEBERG VAL VERDE MIDLANE HIDALGO DEVON 610 WINSOME CASTLE BRIARHURST MARILEE MAIN BRANARD COLQUITT FAYETTE KYLE CAROLINE NORFOLK DELORES LEXINGTON RICHMOND FAIRDALE MANDELL BANKS AUSTIN GRAUSTARK VASSAR LAS PALMAS BANBURY PLACE OAKSHIRE COLQUITT MERCER DREXEL LOCKE ALABAMA MAIN Newcastle Station PORTSMOUTH BOSQUE RICHMOND WARING NAVARRO CHELSEA NORFOLK TRAVIS AUDLEY ROSELAND DREXEL INGERSOLL MERWIN BAYARD YOAKUM BERING HAZARD! FOUNTAIN VIEW NORTH WILTON UNITY BARTLETT BEVERLY HILL JACKSON SOUTH! WESTPARK SUNSET ALBANS WROXTON! SKYLINE DRAKE BINZ HILLCROFT LAW EWING WAKEFOREST SCHUMACHER CHILDRESS JUDALON STAR PURDUE CALUMET Montrose Station DORA DINCANS WILD INDIGO MC CUE INSTITUTE WESTERMAN CHEROKEE 59 WINDSWEPT Hillcroft Transit Center BEVERLY HILL GREENRIDGE BEVERLY HILL REMINGTON Shepherd Station UNKNOWN PURDUE WINDSWEPT LOOP CENTRAL PIN OAK PARK KENT BOLSOVER DUNSTAN QUENBY 1ST MAC GREGOR KIRBY! GREENBRIAR BELMONT MERCER LEHIGH ARNOLD BROWNING ANDERSON RUTGERS WESTCHESTER SEWANEE ACADEMY HOWARD ROYALTON GOLF COURSE CONCERT KELVIN MORNINGSIDE EMORY FORDHAM Greenway East Station tu 59 EL CAMINO DEL REY GLENMONT LAFAYETTE PLUMB Weslayan Station COLLEGE RICE GLENMONT HARWIN RICE AMHERST UNIVERSITY BUFFALO SPEEDWAY COMMUNITY MAYFAIR RICE OAKDALE GREEN ASH TIMES SHAKESPEARE GULFTON DRYDEN MULBERRY WESTWARD FOURNACE MILTON TAMARISK HOOTON MACGREGOR B SWARTHMORE MONTCLAIR PEMBERTON JARDIN BISSONNET ASHBROOK SWIFT DUKE PITTSBURGH DIXIE MACGREGOR WATTS GOLDSMITH AUDEN CASE 2ND LAMAR FLEMING BARBARA BERTNER ADDISON EDLOE JAQUET South Rice Station 3RD VILLANOVA TRAVIS WEST POINT ROOKIN PALMETTO MARQUETTE SOUTHGATE PARK BEECH BATES RILEY CARNEGIE LOCUST CHESTNUT HOLCOMBE MC CLENDON CHIMNEY ROCK MOONMIST SANDS POINT CASON MAC ARTHUR 1ST FIRST HIGH STAR 2ND ALDER WESTWARD TARNEF ACACIA ELMORA RENWICK BELLAIRE MAIN BROMPTON RILEY CARLON DARCUS CLAREWOOD SHERIDAN SPRUCE RUSKIN NEWCASTLE 5TH RAMPART CEDAR 3RD MAPLERIDGE DE MOSS TARNEF GRAND CORTIS DORRINGTON LOCKETT RINGNESS CASON ALPINE MC TIGHE WHITE GRAMERCY BELLEFONTAINE FIRST WYNDALE CHETWOOD ATWELL MULLINS DUNLAP ROOKIN CAMBRIDGE FERRIS BELLEFONTAINE TEAS IONE LINDEN MARONEAL BRAES BLUE BONNET EDGEMOOR B ASHCROFT LEADER LAUREL OLEANDER GLEN HAVEN PAYSON WILLOW TARNA CECIL TURNBERRY JESSAMINE NEFF FALL MIXON BRUNSON EDLOE BELLEFONTAINE LAUREL MARONEAL LULA ASPEN ALDER MOBUD UNDERWOOD ALICE PHOENIX PARWILL KELVING JESSAMINE SEUSS SEWANEE WILLOW DUMBARTON FERN CEDAR OAKS ALMEDA OLD SPANISH TRAIL DREYFUS ABERDEEN STELLA LINK Baldwin GRAND LAKE EVERGREEN ROOS ROWAN DUPREE DRUMMOND LUPIN 2ND 5TH MERRICK VERONE BELLVIEW SHARPVIEW STROUD DUPREE BIRCH EFFIE FERRIS BRAEBURN CORDER LORRIE DURNESS MYRTLE CONWAY HEPBURN ALBACORE PINE PAWNEE BRAESMAIN WINSLOW CAROL ATWELL PINE CYNTHIA CAMBRIDGE FAIRHOPE PAULINE HOLLY HOLLY VALERIE LYDIA STADIUM HOLT HOLLY BRAESWOOD EL PASEO MC NEE BROADMEAD MAPLE EL RIO GREENBUSH GAIRLOCH HOLT FLACK MIMOSA EDITH BEECHNUT HOLLY HALL KNIGHT DEAL TIMBERSIDE EDITH ILONA HAZEN EL CAMINO LINKVIEW NORRIS CYPRESS LINKWOOD LINKLEA LINKWOOD MURWORTH ENDICOTT Figure 2-7: Build Alternative Richmond/Westpark (Cummins) METRO University Corridor Miles Data Source: METRO (2007) CAREW RAMPART HOLLY MIMOSA MAPLE CAREW CAREW INDIGO DARNELL PONTIAC DUNLAP INDIGO INDIGO CAREW MURWORTH LATMA GLENSHIRE JACKWOOD DARNELL

32 BORDLEY SAN FELIPE WEST WILLERS MAIN NORFOLK 59 PLUMB ELM ELM ELM EATON HUISACHE GRENNOCH TARTAN FALKIRK CAREW SUNSET PARK GRAPE ALLEN MEMORIAL TIEL MC KINNEY DALLAS WAUGH SHEPHERD ASBURY ROSINE ROCHOW WESTCOTT CRESTWOOD RIVERWAY BERING RIVERVIEW SHADYWOOD HOPSON LAMAR LAMAR TIRRELL POST OAK TIMBER SHADDER CUSHING WILSON GILLETTE GENESEE POLK MARCONI EBERHARD GROSS TROON PINE HILL TANGLEWOOD CLAY MC DUFFIE TILBURY CHILTON GRAY SAGE ROCKY RIVER PINE SHADOWS BRIAR RIDGE TANGLE BELL HAZEL SUGAR HILL WOODWAY O'NEIL PEDEN HADDON INWOOD DEL MONTE LAZY LANE LONGMONT LYNBROOK MASON WHITNEY DOLIVER VERMONT ELMEN MORSE FAIRVIEW DRISCOLL INVERNESS BOMAR BRUN CEDAR CREEK VALLEY FORGE DENNIS DREW PELHAM HALLMARK TUAM WELCH CHEVY CHASE BRAZOS HELENA PACIFIC HYDE PARK SAN FELIPE DUNLAVY WOODHEAD AUGUSTA INDIANA TAFT GRANT WINDSOR HULDY REBA RIVER OAKS LARCHMONT OLYMPIA BRIAR HOLLOW POST OAK PARK WYNDEN REUBEN OAK TAFT KNOLLWOOD LEGEND University Corridor Alternative Alignment! BELL PEDEN BOMAR DOLIVER WELCH BRAZORIA PERSA AVALON PLACE BRIAR OAKS WESTBRIAR TERWILLIGER PARK UNION PACIFIC RR At Grade Sections Elevated Sections Proposed Station METRORail Red Line Uptown Line (planned) DOLIVER DEL MONTE WILLERS CALIFORNIA TIMBER NANTUCKET POTOMAC ELLA LEE WILLOWICK WINROCK MILAM STANFORD MONTROSE YORKTOWN BRIARGROVE LOVETT WESTGATE CLAREMONT WILLERS Wheeler Station PIPING ROCK LOCKE BRIARMEAD HAWTHORNE FLORA WESTCREEK 610 AMBASSADOR INWOOD INWOOD Dunlavy Station 610 HAROLD KIPLING YUPON ALABAMA FANNIN YOAKUM MT VERNON PECKMAN WICKERSHAM BETTIS CHEVY CHASE PERSA MARSHALL VOSS SPUR 527 JACK REVERE ARGONNE Kirby Station OVERBROOK MCCUE OLYMPIC KIPLING SACKETT EASTSIDE BURGOYNE ESSEX IVANHOE STEELE SAINT SUTTON BUTE EASTGROVE MEADOW LAKE SUL ROSS BRANARD LAKE EDLOE TIMMONS WESTLANE!!!!! CUMMINS WESLAYAN SUFFOLK KETTERING BROWNWAY ELLA LEE ELLA LEE ELLA LEE OVERBROOK SUL ROSS BANNING BRANARD POST OAK KLEBERG VAL VERDE WESTHEIMER MIDLANE HIDALGO DEVON 610 WINSOME CASTLE BRIARHURST MARILEE MAIN BRANARD DREXEL FAYETTE KYLE CAROLINE NORFOLK! DELORES LEXINGTON RICHMOND FAIRDALE MANDELL BANKS AUSTIN GRAUSTARK VASSAR LAS PALMAS BANBURY PLACE OAKSHIRE ALABAMA MAIN COLQUITT COLQUITT MERCER LOCKE MAIN Newcastle Station PORTSMOUTH BOSQUE RICHMOND WARING NAVARRO CHELSEA NORFOLK COLQUITT 59 AUDLEY INGERSOLL TRAVIS ROSELAND DREXEL MERWIN BAYARD YOAKUM BERING HAZARD! FOUNTAIN VIEW NORTH WILTON UNITY BARTLETT BEVERLY HILL JACKSON SOUTH! WESTPARK SUNSET ALBANS WROXTON! SKYLINE BINZ HILLCROFT KIRBY! GREENBRIAR BELMONT RUTGERS WESTCHESTER SEWANEE DRAKE LAW EWING WAKEFOREST SCHUMACHER CHILDRESS JUDALON STAR PURDUE CALUMET Montrose Station DORA DINCANS WILD INDIGO MC CUE Hillcroft Transit Center BEVERLY HILL GREENRIDGE BEVERLY HILL INSTITUTE WESTERMAN REMINGTON CHEROKEE Shepherd Station UNKNOWN PURDUE WINDSWEPT LOOP CENTRAL PIN OAK PARK KENT BOLSOVER DUNSTAN QUENBY 1ST MAC GREGOR MERCER LEHIGH ANDERSON ROYALTON GOLF COURSE CONCERT KELVIN ROBINHOOD MORNINGSIDE EMORY FORDHAM Greenway Plaza Drive A Station WROXTON tu 59 WINDSWEPT EL CAMINO DEL REY ARNOLD ACADEMY NEWCASTLE GLENMONT LAFAYETT PLUMB PLUMB Weslayan Station COLLEGE RICE ALDER GLENMONT HARWIN RICE AMHERST UNIVERSITY BUFFALO SPEEDWAY COMMUNITY MAYFAIR RICE OAKDALE GREEN ASH TIMES SHAKESPEARE BISSONNET GULFTON DRYDEN MULBERRY WESTWARD FOURNACE MILTON TAMARISK HOOTON MACGREGOR B SWARTHMORE MONTCLAIR PEMBERTON JARDIN ASHBROOK SWIFT DUKE PITTSBURGH DIXIE MACGREGOR BARBARA WATTS GOLDSMITH AUDEN CASE 2ND BERTNER ADDISON JAQUET South Rice Station 3RD LAMAR FLEMING VILLANOVA TRAVIS WEST POINT ROOKIN PALMETTO MARQUETTE SOUTHGATE EDLOE WINSLOW PARK BEECH BATES RILEY CARNEGIE LOCUST CHESTNUT HOLCOMBE MC CLENDON 5TH CHIMNEY ROCK MOONMIST SANDS POINT CASON MAC ARTHUR 1ST FIRST HIGH STAR 2ND ALDER WESTWARD TARNEF ACACIA ELMORA RILEY RENWICK RAMPART BELLAIRE MAIN BROMPTON CARLON DARCUS CLAREWOOD SHERIDAN SPRUCE RUSKIN CEDAR GRAMERCY 3RD MAPLERIDGE DE MOSS TARNEF GRAND CORTIS DORRINGTON LOCKETT RINGNESS RUSKIN CASON ALPINE MC TIGHE WHITE FIRST FERRIS WYNDALE ATWELL MULLINS TEAS IONE LINDEN MARONEAL BELLEFONTAINE CHETWOOD DUNLAP ROOKIN CAMBRIDGE BELLEFONTAINE BRAES BLUE BONNET EDGEMOOR B ASHCROFT LEADER GRAMERCY LAUREL OLEANDER GLEN HAVEN PAYSON WILLOW TARNA CECIL TURNBERRY JESSAMINE NEFF FALL MIXON BRUNSON EDLOE LAUREL WILLOW LULA ASPEN ALDER MOBUD UNDERWOOD ALICE PHOENIX GLEN HAVEN PARWILL KELVING JESSAMINE SEUSS UNDERWOOD DUMBARTON FERN CEDAR OAKS ALMEDA OLD SPANISH TRAIL DREYFUS ABERDEEN STELLA LINK Baldwin GRAND LAKE EVERGREEN ROOS ROWAN DUPREE DRUMMOND LUPIN 2ND 5TH MERRICK VERONE BELLVIEW SHARPVIEW STROUD DUPREE BIRCH EFFIE FERRIS BRAEBURN CORDER LORRIE DURNESS MYRTLE CONWAY HEPBURN ALBACORE PINE PAWNEE BRAESMAIN WINSLOW CAROL ATWELL PINE CYNTHIA CAMBRIDGE FAIRHOPE PAULINE HOLLY HOLLY VALERIE LYDIA STADIUM HOLT HOLLY BRAESWOOD EL PASEO MC NEE BROADMEAD MAPLE EL RIO GREENBUSH FLACK MIMOSA EDITH BEECHNUT HOLLY HALL KNIGHT DEAL TIMBERSIDE SOLWAY LAFAYETTE ILONA HAZEN EL CAMINO LINKVIEW RAMPART HOLLY MAPLE MAPLE NORRIS CYPRESS LINKWOOD LINKLEA LINKWOOD MURWORTH ENDICOTT Figure 2-8: Build Alternative Richmond/Westpark (Greenway Plaza) METRO University Corridor Miles Data Source: METRO (2007) CAREW CAREW INDIGO DARNELL DUNLAP DARNELL PONTIAC INDIGO INDIGO CAREW MURWORTH LATMA GLENSHIRE JACKWOOD DARNELL

33 BORDLEY WEST WILLERS NORFOLK 59 ELM PARK MAIN SUNSET PLUMB ELM ELM EATON HUISACHE GRAPE ALLEN MEMORIAL TIEL MC KINNEY DALLAS WAUGH SHEPHERD ASBURY ROSINE ROCHOW WESTCOTT CRESTWOOD RIVERWAY BERING RIVERVIEW SHADYWOOD HOPSON LAMAR LAMAR TIRRELL POST OAK TIMBER SHADDER CUSHING WILSON GILLETTE GENESEE POLK MARCONI EBERHARD GROSS TROON PINE HILL TANGLEWOOD CLAY MC DUFFIE TILBURY CHILTON GRAY SAGE ROCKY RIVER PINE SHADOWS BRIAR RIDGE TANGLE BELL HAZEL SUGAR HILL WOODWAY O'NEIL PEDEN HADDON INWOOD DEL MONTE LAZY LANE LONGMONT LYNBROOK MASON WHITNEY DOLIVER VERMONT ELMEN MORSE FAIRVIEW DRISCOLL INVERNESS BOMAR BRUN CEDAR CREEK VALLEY FORGE DENNIS DREW PELHAM HALLMARK TUAM WELCH CHEVY CHASE BRAZOS HELENA PACIFIC HYDE PARK SAN FELIPE DUNLAVY WOODHEAD AUGUSTA INDIANA TAFT GRANT WINDSOR HULDY REBA RIVER OAKS LARCHMONT OLYMPIA BRIAR HOLLOW POST OAK PARK WYNDEN BELL REUBEN OAK TAFT KNOLLWOOD LEGEND University Corridor Alternative Alignment! PEDEN BOMAR WELCH BRAZORIA PERSA AVALON PLACE BRIAR OAKS WESTBRIAR CEDAR CREEK SAN FELIPE TERWILLIGER PARK UNION PACIFIC RR At Grade Sections Elevated Sections Proposed Station METRORail Red Line Uptown Line (planned) DOLIVER DEL MONTE WILLERS CALIFORNIA TIMBER NANTUCKET POTOMAC ELLA LEE WILLOWICK WINROCK MILAM STANFORD MONTROSE YORKTOWN BRIARGROVE LOVETT WESTGATE CLAREMONT WILLERS Wheeler Station LOCKE FLORA Montrose Station PIPING ROCK 610 BRIARMEAD HAWTHORNE WESTCREEK 610 AMBASSADOR INWOOD INWOOD HAROLD KIPLING YUPON ALABAMA FANNIN!! YOAKUM MT VERNON PECKMAN PERSA WICKERSHAM OVERBROOK OLYMPIA BETTIS MARSHALL VOSS SPUR 527 JACK REVERE ARGONNE MCCUE OLYMPIC KIPLING SACKETT EASTSIDE BURGOYNE ESSEX IVANHOE STEELE SAINT SUTTON BUTE EASTGROVE MEADOW LAKE SUL ROSS BRANARD LAKE EDLOE TIMMONS WESTLANE CUMMINS SUFFOLK KETTERING BROWNWAY ELLA LEE ELLA LEE OVERBROOK SUL ROSS BANNING BRANARD WESLAYAN POST OAK KLEBERG VAL VERDE WESTHEIMER MIDLANE HIDALGO 610 WINSOME CASTLE BRIARHURST MARILEE MAIN BRANARD DREXEL FAYETTE KYLE BONNIE BRAE DEVON CAROLINE NORFOLK! KIRBY DELORES RICHMOND FAIRDALE MANDELL BANKS AUSTIN GRAUSTARK VASSAR LAS PALMAS BANBURY PLACE OAKSHIRE ALABAMA MAIN COLQUITT PORTSMOUTH REVERE WARING NAVARRO CHELSEA WAKEFOREST COLQUITT MERCER LOCKE MAIN BOSQUE PARK Newcastle Station COLQUITT 59 AUDLEY INGERSOLL TRAVIS ROSELAND DREXEL MERWIN BAYARD YOAKUM BERING HAZARD! FOUNTAIN VIEW NORTH WILTON UNITY BARTLETT BEVERLY HILL JACKSON SOUTH! WESTPARK SUNSET ALBANS WROXTON! SKYLINE DRAKE BINZ HILLCROFT LAW EWING WAKEFOREST SCHUMACHER CHILDRESS JUDALON STAR PURDUE CALUMET DORA DINCANS WILD INDIGO MC CUE Hillcroft Transit Center BEVERLY HILL GREENRIDGE BEVERLY HILL INSTITUTE CHEROKEE UNKNOWN PURDUE REMINGTON WINDSWEPT KENT BOLSOVER DUNSTAN QUENBY KELVIN WROXTON LOOP CENTRAL tu 59 PIN OAK PARK 1ST MAC GREGOR! GREENBRIAR BELMONT MERCER LEHIGH ANDERSON ROYALTON GOLF COURSE CONCERT Shepherd Station WINDSWEPT ROBINHOOD EMORY TANGLEY FORDHAM Edloe Station ROBINHOOD EL CAMINO DEL REY ARNOLD RUTGERS WESTCHESTER SEWANEE ACADEMY NEWCASTLE GLENMONT LAFAYETTE PLUMB COLLEGE RICE ALDER GLENMONT HARWIN RICE RICE AMHERST UNIVERSITY BUFFALO SPEEDWAY COMMUNITY MAYFAIR OAKDALE GREEN ASH TIMES SHAKESPEARE BISSONNET GULFTON DRYDEN MULBERRY WESTWARD FOURNACE MILTON TAMARISK HOOTON MACGREGOR B SWARTHMORE MONTCLAIR PEMBERTON JARDIN ASHBROOK SWIFT DUKE PITTSBURGH DIXIE MACGREGOR WATTS GOLDSMITH AUDEN CASE 2ND LAMAR FLEMING BARBARA BERTNER ADDISON VILLANOVA TRAVIS MERCER JAQUET South Rice Station 3RD WEST POINT ROOKIN PALMETTO MARQUETTE SOUTHGATE EDLOE WINSLOW 1ST HIGH STAR 2ND ALDER PARK BEECH BATES RILEY CARNEGIE LOCUST CHESTNUT HOLCOMBE MC CLENDON 5TH CHIMNEY ROCK MOONMIST SANDS POINT CASON MAC ARTHUR WESTWARD TARNEF ACACIA ELMORA RILEY RENWICK RAMPART BELLAIRE MAIN BROMPTON CARLON DARCUS CLAREWOOD SHERIDAN SPRUCE RUSKIN CEDAR GRAMERCY 3RD MAPLERIDGE DE MOSS TARNEF GRAND CORTIS DORRINGTON LOCKETT RINGNESS RUSKIN CASON 1ST ALPINE MC TIGHE WHITE FIRST FERRIS WYNDALE ATWELL MULLINS TEAS IONE LINDEN MARONEAL BELLEFONTAINE CHETWOOD DUNLAP ROOKIN CAMBRIDGE BELLEFONTAINE BRAES BLUE BONNET EDGEMOOR B ASHCROFT LEADER GRAMERCY LAUREL OLEANDER GLEN HAVEN PAYSON WILLOW TARNA CECIL TURNBERRY JESSAMINE NEFF FALL MIXON BRUNSON EDLOE LAUREL LULA ASPEN BRAESWOOD ALDER MOBUD FERN UNDERWOOD ALICE PHOENIX PARWILL BLUE BONNET UNDERWOOD SEUSS UNDERWOOD SEWANEE JESSAMINE DUMBARTON CEDAR OAKS ALMEDA OLD SPANISH TRAIL DREYFUS ABERDEEN Baldwin GRAND LAKE EVERGREEN ROOS ROWAN DUPREE DRUMMOND LUPIN 2ND 5TH MERRICK VERONE BELLVIEW CAROL ATWELL SHARPVIEW STROUD DUPREE BIRCH EFFIE FERRIS BRAEBURN MYRTLE CORDER PINE HEPBURN ALBACORE PINE CYNTHIA PAWNEE PAULINE HOLLY CAMBRIDGE HOLLY VALERIE LYDIA STADIUM LAFAYETTE FLACK HOLT HOLLY EL PASEO MC NEE EDITH MAPLE HAZEN EL RIO EL CAMINO STELLA LINK MIMOSA EDITH BEECHNUT HOLLY HALL KNIGHT HATTON DEAL NORRIS ILONA CYPRESS LINKWOOD MURWORTH TIMBERSIDE LINKFAIR RAMPART HOLLY MAPLE ENDICOTT CAREW DUNLAP MAPLE LINKWOOD Figure 2-9: Build Alternative Richmond/U.S. 59/Westpark (Kirby) METRO University Corridor Miles Data Source: METRO (2007) DARNELL CAREW INDIGO DARNELL PONTIAC INDIGO INDIGO CAREW GLENSHIRE JACKWOOD INDIGO DARNELL

34 SIDNEY WILMER GARROW TEXAS CAPITOL FAIRVIEW PAIGE 45 BASTROP 59 ST JOSEPH BRAZOS BAGBY BALDWIN HELENA TUAM MASON HYDE PARK SUPER RUSK DALLAS HARRISBURG YORK POLK LIVE OAK ST CHARLES CLAY tu CAROLINE TAFT! SAMPSON PEASE JEFFERSON GRAY DENNIS CROCKER PACIFIC GRANT RUSK WALKER MC KINNEY SMITH PALMER ENNIS FANNIN TRAVIS MILAM LOUISIANA AVONDALE EASTWOOD TAFT LAMAR HAMILTON CRAWFORD SAN JACINTO WHITNEY WESTHEIMER CAPITOL OAKHURST ST JOSEPH NAGLE WEBSTER HADLEY DREW MILBY LAMAR CLAY DELANO LOVETT DALLAS WOODLEIGH GULF FREEWAY ST EMANUEL JACKSON MC ILHENNY ROSALIE BELL CLAY BREMOND FASHION PEASE CALHOUN MC ILHENNY LEGEND HAWTHORNE PARK TELEPHONE DENVER BELL DENNIS ROBERTS 45 WEBSTER DREW STUART SIDNEY BELL CLAY ST CHARLES HADLEY CHACO MC ILHENNY FRANCIS MC GOWEN ANITA HAROLD KIPLING BELL KEATING CULLEN HUSSION MILBY EDMUNDSON GRAY BURLINGTON FLORA University Corridor Alternative Alignment Proposed Station METRORail Red Line EASTWOOD SAMPSON PIERCE HUTCHINS MARSHALL FASHION TUAM LEELAND NAPOLEON BERRY DENNIS Southeast Line (planned) CLAY THARP DREW ANITA AUSTIN HOLMAN STANFORD ROSELAND MONTROSE MILLER HADLEY WEBSTER BELL INGEBORG COYLE TRULLEY DENNIS ROSALIE NAGLE CHARTRES STUART SPUR 527 LIVE OAK LA BRANCH BUTE SUL ROSS MC ILHENNY DAY BRANARD JACK BREMOND SPUR 527 GREELEY COYLE JEFFERSON HARBY BRAILSFORT MAIN COLQUITT LOCKWOOD LUCINDA DREW ST EMANUEL EASTEX FRWY-SH 288 FRANCIS BRANDT PEASE WEBSTER DREW GARROTT THARP WINCHESTER SAUER BRANARD MOSLEY PEASE HADLEY BRILEY TIERWESTER ROSALIE STUART Dowling Station CHENEVERT TRUXILLO BRANDT MAIN HOLMAN!! ISABELLA ANITA FRANCIS EAGLE RICHMOND DENNIS ANITA FRANCIS DIVISION DOWLING ALABAMA 59 OAKLEY ROSALIE WINBERN GARROTT KYLE DIEZ CALLIE BEULAH LEEK NAPOLEON! TRUXILLO MUNGER ERNESTINE CANFIELD BRAILSFORT ROSALIE STUART MC GOWEN PAIGE BERRY Wheeler Station SAMPSON FRANCIS HAMILTON ELGIN TIERWESTER BURKETT VELASCO ISABELLA CHENEVERT SPUR 527-US 59 NAGLE ST CHARLES BARBEE 45 tu 59 DUMBLE MILBY RUGLEY CHARTRES CHELSEA SCHARPE DIETZ WENTWORTH PORTLAND LOMBARDY READING ADAIR SIMMONS REEVES BERRY SAUER BRILEY! CLEBURNE JACKSON ROSEDALE GULFCREST NALLE EAGLE CAROLINE BAYARD BARBEE ROSEWOOD PALM CANADA DRY DUMBLE 35 UH Main Campus (Alabama at Scott) Station BEULAH FRANCIS SAUER CRAWFORD NETTLETON PALMER BASTROP Almeda Station ROSEWOOD RUTH ALMEDA WINBERN WICHITA ROSELAND CUNEY! ADAIR SAMPSON COBB NETTLETON UNKNOWN ENNIS RUTH ARBOR PLACE DELANO WENTWORTH ROSEDALE ARBOR PLACE PALM WICHITA SOUTHMORE OAKDALE PROSPECT CALUMET STARWAY UNIVERSITY PARK EAGLE EAGLE CALHOUN COUGAR ATTUCKS WENTWORTH WICHITA OAKDALE BINZ RUTH ROSEDALE WICHITA 288 CHENEVERT EWING ROSEWOOD PAIGE CHARTRES 288 SUSAN ANN WHEELER SCOTT BLODGETT WENTWORTH CROMART RUTH TSU (Burkett) Station ARBOR HERMANN PALM 288 VARSITY CANFIELD ARBOR WICHITA CALUMET OAKDALE MAC GREGOR CONCERT PROSPECT EWING RIVERSIDE WHEELER WICHITA FIESTA HARVEST ROCKWOOD PALMER ARBOR RIVERSIDE ALMEDA HERMANN PALM BURKETT SAUER GOLF COURSE FACULTY WICHITA ROSEDALE GRADUATE WICHITA CALUMET 35 PALM HONEY GERTIN GRANTWOOD HANCOCK OAKDALE PROSPECT BINZ SAMPSON OLD MAC GREGOR EWING MAC GREGOR M A S MACGREGOR OLD SPANISH TRAIL ARDMORE CAMDEN WINNETKA CALHOUN CULLEN MACGREGOR H M C ROSENEATH LEOPOLD MACGREGOR BAYOU BEND MACGREGOR PARKWOOD GRAND GEHRING Figure 2-10: Build Alternative Alabama (U.S. 59/Alabama/UH) METRO University Corridor Miles Data Source: METRO (2008) I

35 SIDNEY WILMER GARROW TEXAS CAPITOL FAIRVIEW PAIGE 45 BASTROP 59 ST JOSEPH BRAZOS BAGBY BALDWIN HELENA TUAM MASON HYDE PARK SUPER RUSK DALLAS HARRISBURG YORK POLK LIVE OAK ST CHARLES CLAY tu CAROLINE TAFT! SAMPSON PEASE JEFFERSON GRAY DENNIS CROCKER PACIFIC GRANT RUSK WALKER MC KINNEY SMITH PALMER ENNIS FANNIN TRAVIS MILAM LOUISIANA AVONDALE EASTWOOD TAFT LAMAR CRAWFORD SAN JACINTO WHITNEY WESTHEIMER CAPITOL OAKHURST ST JOSEPH NAGLE WEBSTER HADLEY DREW MILBY LAMAR CLAY DELANO LOVETT DALLAS WOODLEIGH GULF FREEWAY JACKSON MC ILHENNY FASHION PEASE CALHOUN ST EMANUEL ROSALIE BELL CLAY BREMOND MC ILHENNY LEGEND HAWTHORNE PARK TELEPHONE DENVER BELL ROBERTS 45 WEBSTER MC ILHENNY DENNIS DREW STUART SIDNEY BELL CLAY ST CHARLES HADLEY FRANCIS CHACO CHARTRES HAMILTON ANITA HAROLD KIPLING BELL KEATING FLORA CULLEN HUSSION GRAY MILBY EDMUNDSON BURLINGTON University Corridor Alternative Alignment Proposed Station METRORail Red Line EASTWOOD SAMPSON MARSHALL PIERCE FASHION MC GOWEN TUAM LEELAND NAPOLEON BERRY Southeast Line (planned) CLAY THARP HUTCHINS ANITA AUSTIN HOLMAN STANFORD ROSELAND MONTROSE MILLER HADLEY WEBSTER BELL INGEBORG COYLE TRULLEY DENNIS ROSALIE STUART SPUR 527 BUTE SUL ROSS MC ILHENNY NAGLE JACK BREMOND LIVE OAK LA BRANCH DAY BRANARD SPUR 527 GREELEY COYLE JEFFERSON HARBY BRAILSFORT MAIN COLQUITT LOCKWOOD LUCINDA DREW ST EMANUEL EASTEX FRWY-SH 288 FRANCIS BRANDT PEASE WEBSTER DREW GARROTT THARP WINCHESTER SAUER Riverside Station HADLEY MOSLEY TIERWESTER ROSALIE CHENEVERT ALMEDA BRANARD TRUXILLO PEASE BRANDT HOLMAN SH 288-US 59! RICHMOND DENNIS ANITA ROSALIE BURKETT BEULAH! DOWLING WINBERN DIEZ UH Main Campus (Entrance #17) Station STUART FRANCIS ISABELLA EAGLE PAIGE CALLIE NAPOLEON FRANCIS DIVISION GARROTT OAKLEY MC GOWEN UH Main Campus (Elgin at Scott) Station BRILEY MAIN ANITA ROSALIE STUART BERRY BARBEE Wheeler Station 59 KYLE CANFIELD SAMPSON FRANCIS ISABELLA ALABAMA TRUXILLO CLEBURNE! LEEK CHENEVERT BARBEE SPUR 527-US DUMBLE MILBY NAGLE RUGLEY ISABELLA MUNGER BEULAH FRANCIS VELASCO SAUER Dowling Station tu 59! CHELSEA SCHARPE DIETZ ELGIN! PORTLAND SIMMONS PALMER CHARTRES CRAWFORD WENTWORTH LOMBARDY! READING ADAIR REEVES BERRY SAUER SANDERS NALLE NETTLETON BASTROP ROSEWOOD RUTH BRILEY EAGLE JACKSON ROSEDALE GULFCREST WINBERN ALMEDA ALABAMA ENNIS DELANO BARBEE! ROSEWOOD WICHITA PALM CAROLINE ROSELAND BAYARD CANADA DRY Eastwood Transit Center DUMBLE 35 CUNEY! ADAIR SAMPSON COBB TIERWESTER NETTLETON UNKNOWN ARBOR PLACE RUTH WENTWORTH Almeda Station ROSEDALE ARBOR PLACE PALM WICHITA SOUTHMORE OAKDALE PROSPECT CALUMET STARWAY UNIVERSITY PARK EAGLE CALHOUN COUGAR ATTUCKS WENTWORTH WICHITA OAKDALE BINZ RUTH ROSEDALE WICHITA 288 CHENEVERT EWING ARBOR ROSEWOOD PAIGE CHARTRES HERMANN PALM 288 SUSAN ANN WHEELER SCOTT BLODGETT WENTWORTH CROMART RUTH VARSITY CANFIELD ARBOR TSU (Ennis) Station 288 WICHITA CALUMET OAKDALE MAC GREGOR CONCERT PROSPECT EWING RIVERSIDE WHEELER WICHITA FIESTA HARVEST ROCKWOOD PALMER ARBOR RIVERSIDE ALMEDA HERMANN PALM BURKETT SAUER GOLF COURSE FACULTY WICHITA ROSEDALE GRADUATE WICHITA CALUMET 35 PALM HONEY GERTIN GRANTWOOD HANCOCK OAKDALE PROSPECT BINZ SAMPSON OLD MAC GREGOR EWING MAC GREGOR M A S MACGREGOR OLD SPANISH TRAIL ARDMORE CAMDEN WINNETKA CALHOUN CULLEN MACGREGOR H M C ROSENEATH LEOPOLD MACGREGOR BAYOU BEND MACGREGOR PARKWOOD GRAND GEHRING Figure 2-11: Build Alternative Wheeler (Ennis/Elgin/ Eastwood Transit Center) METRO University Corridor Miles Data Source: METRO (2008) I

36 SIDNEY WILMER GARROW TEXAS CAPITOL FAIRVIEW PAIGE 45 BASTROP 59 ST JOSEPH BRAZOS BAGBY BALDWIN HELENA TUAM MASON HYDE PARK SUPER RUSK DALLAS HARRISBURG YORK POLK LIVE OAK ST CHARLES CLAY tu CAROLINE TAFT! SAMPSON PEASE JEFFERSON GRAY DENNIS CROCKER PACIFIC GRANT RUSK WALKER MC KINNEY SMITH PALMER ENNIS FANNIN TRAVIS MILAM LOUISIANA AVONDALE EASTWOOD TAFT LAMAR CRAWFORD SAN JACINTO WHITNEY WESTHEIMER CAPITOL OAKHURST ST JOSEPH NAGLE WEBSTER HADLEY DREW MILBY LAMAR CLAY DELANO LOVETT DALLAS WOODLEIGH GULF FREEWAY JACKSON MC ILHENNY FASHION PEASE CALHOUN ST EMANUEL ROSALIE BELL CLAY BREMOND MC ILHENNY LEGEND HAWTHORNE PARK TELEPHONE DENVER BELL ROBERTS 45 WEBSTER MC ILHENNY DENNIS DREW STUART SIDNEY BELL CLAY ST CHARLES HADLEY FRANCIS CHACO CHARTRES HAMILTON ANITA HAROLD BELL KEATING KIPLING CULLEN HUSSION MILBY EDMUNDSON GRAY BURLINGTON FLORA University Corridor Alternative Alignment Proposed Station METRORail Red Line EASTWOOD SAMPSON MARSHALL PIERCE FASHION MC GOWEN TUAM LEELAND NAPOLEON BERRY Southeast Line (planned) CLAY THARP HUTCHINS ANITA AUSTIN HOLMAN STANFORD ROSELAND MONTROSE MILLER HADLEY WEBSTER BELL INGEBORG COYLE TRULLEY DENNIS ROSALIE STUART SPUR 527 BUTE SUL ROSS MC ILHENNY NAGLE JACK BREMOND LIVE OAK LA BRANCH DAY BRANARD SPUR 527 GREELEY COYLE JEFFERSON HARBY BRAILSFORT MAIN COLQUITT LOCKWOOD LUCINDA DREW ST EMANUEL EASTEX FRWY-SH 288 FRANCIS BRANDT PEASE WEBSTER DREW GARROTT THARP WINCHESTER SAUER HADLEY MOSLEY TIERWESTER ROSALIE CHENEVERT ALMEDA BRANARD BRILEY TRUXILLO BRANDT MAIN PEASE STUART HOLMAN SH 288-US 59 ISABELLA ANITA FRANCIS EAGLE! RICHMOND DENNIS ANITA FRANCIS DIVISION ROSALIE DOWLING OAKLEY WINBERN GARROTT 59 BARBEE KYLE DIEZ CALLIE BEULAH TRUXILLO CLEBURNE LEEK NAPOLEON CHENEVERT MUNGER ERNESTINE CANFIELD BRAILSFORT ROSALIE STUART MC GOWEN PAIGE BERRY Wheeler Station SAMPSON FRANCIS ISABELLA BARBEE SPUR 527-US DUMBLE MILBY NAGLE RUGLEY ALABAMA! ELGIN TIERWESTER BURKETT VELASCO ISABELLA BEULAH FRANCIS SAUER Dowling Station tu 59 CHELSEA SCHARPE DIETZ PALMER CHARTRES CRAWFORD WENTWORTH PORTLAND LOMBARDY READING ADAIR SIMMONS REEVES BERRY SAUER BRILEY JACKSON GULFCREST SANDERS NALLE EAGLE ROSEDALE DELANO BARBEE! ROSEWOOD PALM CAROLINE BAYARD CANADA DRY DUMBLE 35 UH Main Campus (Alabama at Scott) Station NETTLETON BASTROP ROSEWOOD RUTH ALMEDA WINBERN WICHITA ROSELAND! CUNEY!! ADAIR SAMPSON COBB NETTLETON UNKNOWN ARBOR PLACE RUTH WENTWORTH ARBOR PLACE PALM WICHITA SOUTHMORE OAKDALE PROSPECT ENNIS Almeda Station ROSEDALE CALUMET STARWAY UNIVERSITY PARK EAGLE EAGLE CALHOUN COUGAR ATTUCKS WENTWORTH WICHITA OAKDALE BINZ RUTH ROSEDALE WICHITA 288 CHENEVERT EWING ARBOR ROSEWOOD PAIGE CHARTRES HERMANN 288 SUSAN ANN WHEELER SCOTT BLODGETT WENTWORTH CROMART RUTH Tierwester Station PALM VARSITY CANFIELD ARBOR TSU (Ennis) Station 288 WICHITA CALUMET OAKDALE MAC GREGOR CONCERT PROSPECT EWING RIVERSIDE WHEELER WICHITA FIESTA HARVEST ROCKWOOD PALMER ARBOR RIVERSIDE ALMEDA HERMANN PALM BURKETT SAUER GOLF COURSE FACULTY WICHITA ROSEDALE GRADUATE WICHITA CALUMET 35 PALM HONEY GERTIN GRANTWOOD HANCOCK OAKDALE PROSPECT BINZ SAMPSON OLD MAC GREGOR EWING MAC GREGOR M A S MACGREGOR OLD SPANISH TRAIL ARDMORE CAMDEN WINNETKA CALHOUN CULLEN MACGREGOR H M C ROSENEATH LEOPOLD MACGREGOR BAYOU BEND MACGREGOR PARKWOOD GRAND GEHRING Figure 2-12: Build Alternative Wheeler (Ennis/Alabama/UH) METRO University Corridor Miles Data Source: METRO (2008) I

37 University Corridor Chapter 2 Alternatives Considered Segment II - LRT Alignment Alternatives. Three alignment alternatives were developed. All of the alignments began at Weslayan Street and end at Main Street (Wheeler Station). Richmond/Westpark (Cummins) This alternative began at Weslayan Street and rose onto an aerial structure to turn north onto Cummins Street to cross U.S. 59. The alignment on structure continued until south of Norfolk Street and then turned east into the center of Richmond Avenue to Main Street (Wheeler Station), a site of a transfer facility. The alignment included proposed at-grade stations at Greenway Plaza West, Greenway Plaza East, Kirby Drive, Shepherd Drive, Dunlavy Street, and Montrose Boulevard. The total distance of this LRT Build Alternative was 2.9 miles. Richmond/Westpark (Greenway Plaza) This alternative began at Weslayan Street and continued at-grade east along the Westpark right-of-way. The alignment rose onto an aerial structure between Buffalo Speedway and Edloe Street and turned north and went over U.S. 59 onto Greenway Plaza Drive A. The alignment continued on structure and into the center of Richmond Avenue until Buffalo Speedway where it returned to grade. The alignment continued east on Richmond Avenue to Main Street (Wheeler Station). The Wheeler Station was a site for a transfer facility. The alignment included stations at Edloe Street, Greenway Plaza, Kirby Drive, Shepherd Drive, Dunlavy Street, and Montrose Boulevard. The Greenway Plaza station was elevated. The total distance of this LRT Build Alternative was 3.3 miles. Richmond/U.S. 59/Westpark (Kirby) This alternative began at Weslayan Street and continued at-grade east along the Westpark right-of-way. The alignment then rose onto an aerial structure at Revere Street and turned north to go over U.S. 59. The alignment turned east to parallel U.S. 59 where the LRT structure was elevated over the outside shoulder of the westbound freeway or the westbound travel lane of the frontage road. The alignment then turned north onto Montrose Boulevard and came back to grade. The alignment continued north to Richmond Avenue where it turned east, into the center of Richmond Avenue, and continued to the Main Street (Wheeler Station). The Wheeler Station was a site for a transfer facility. The alignment included stations at Edloe Street, Shepherd Drive, and Montrose Boulevard. This alignment alternative included a moving sidewalk connecting the Edloe Station to Greenway Plaza across U.S. 59. The total distance of this LRT Build Alternative was 3.5 miles. Segment III - LRT Alignment Alternatives. For this segment, three alignment alternatives were developed. All of the alternatives began at the Wheeler Station and end at either UH- Main Campus or the Eastwood Transit Center. Alabama (U.S. 59/Alabama/UH) - This alternative began at the Wheeler Station on the existing METRORail Red Line and proceeded east at-grade on new right-of-way to U.S. 59. The Wheeler Station was a transfer facility. The alignment continued northeast at U.S. 59 and traveled under the freeway structure to Alabama Street with a proposed station at Almeda Road. The alignment continued east on Alabama Street at-grade in the center of the street and terminated at the UH-Main Campus with proposed stations at Dowling Street, Burkett Street (TSU), and Scott Street (UH-Main Campus). The total distance of this LRT Build Alternative from the Wheeler Station to UH-Main Campus was 2.3 miles with four at-grade stations. Wheeler (Ennis/Elgin/Eastwood Transit Center) - This alternative began at the Wheeler Station on the existing METRORail Red Line and proceeded east at-grade on new rightof-way to U.S. 59. The Wheeler Station was a transfer facility. The alignment continued northeast at U.S. 59 and traveled under the freeway structure to Wheeler Street and proceeded east at-grade in the center of the street with proposed stations at Almeda January

38 Chapter 2 Alternatives Considered University Corridor Road and between Dowling Street and Live Oak Street. The alignment turned north on Ennis Street and proceeded at-grade in the center of the street with a proposed station at Eagle Street (TSU). The alignment turned east at Elgin Street and proceeded east atgrade in the middle of the street to the Eastwood Transit Center with proposed stations at Briley Street (Riverside), Scott Street (UH-Main Campus), Entrance #17 (UH-Main Campus), and Eastwood Transit Center. The total distance of this LRT Build Alternative from the Wheeler Station to UH-Main Campus was 3.3 miles with seven at-grade stations. Wheeler (Ennis/Alabama/UH) - This alternative began at the Wheeler Station on the existing METRORail Red Line and proceeded east at-grade on new right-of-way to U.S. 59. The alignment continued northeast at U.S. 59 and traveled under the freeway structure to Wheeler Street and proceeded east at-grade in the center of the street with proposed stations at Almeda Road and between Dowling Street and Live Oak Street. The alignment turned north on Ennis Street and proceeded at-grade in the center of the street with a proposed station at Eagle Street (TSU). The alignment turned east at Alabama Street and proceeded east at-grade in the middle of the street to the UH-Main Campus with proposed stations at Tierwester Street and Scott Street (UH-Main Campus). The total distance of this LRT Build Alternative from the Wheeler Station to UH-Main Campus was 2.3 miles with five at-grade stations. Parking facilities were included at the Hillcroft Transit Center, South Rice Station, Newcastle Station, Wheeler Station, and Eastwood Transit Center. Key determinants in the selection of the parking facilities were the anticipated need for the facility and the availability of land adjacent to the station. A new storage and inspection facility was required to service the LRT vehicles for the University line (see Section ). Heavy maintenance was to occur at the existing yard and shop on the METRORail Red Line via a service connection BRT-Convertible Build Alternative The BRT-Convertible Build Alternative was to be designed in a manner that would not preclude future implementation of LRT. The entire distance of the fixed guideway structure included embedded LRT tracks that was to be covered using an industry approved product to protect the tracks. The basic LRT infrastructure was to be in place from commencement of BRT service. The basic infrastructure was to be augmented as ridership grew and land use developed to warrant additional transit capacity within the University Corridor. The BRT operation would then be converted to LRT with minimum disruption to the running BRT service over a period preceding the implementation of LRT. The final step would be to replace the BRT vehicles with LRT vehicles. The alignments and station locations for the BRT-Convertible Build Alternatives were identical to the LRT Build Alternatives. The BRT-Convertible Build Alternative was to initially operate state-of-the-art buses in a semi-exclusive right-of-way allowing cross street traffic at all signalized intersections. The propulsion technology of the BRT-Convertible vehicle was to be diesel/electric dual mode technology. To achieve faster operating speeds, the BRT- Convertible system used Intelligent Transportation Systems (ITS) technology and signal priority at intersections. The stations along the BRT-Convertible alignment used a combination of varying platform configurations. The stations were the same as the LRT stations and were to be equipped with passenger information and electronic fare dispensing systems January 2010

39 University Corridor Chapter 2 Alternatives Considered Right-of-Way The right-of-way required for the Build Alternatives in the DEIS varied depending on if the alignment of the fixed guideway was at-grade or elevated. The typical sections and general right-of-way requirements for LRT and BRT-Convertible are shown in Appendix E in Volume 3 of the DEIS. At-grade sections required a minimum 26-feet for double track (LRT) or lanes (BRT) and elevated sections would require 34-feet. Variations of at-grade sections included split track (LRT) or split lanes (BRT) to allow for either a landscaped median or center platform stations. The at-grade section varied between 34 to 40 feet in width. The Build Alternatives used existing roadway rights-of-way and METRO-owned Westpark right-of-way. The existing street right-of-way varied from a minimum of 60 feet on portions of Alabama Street to a maximum of 130 feet on Elgin Street. No roadway modifications were proposed with the three west corridor Build Alternative alignments on Richmond Avenue and Montrose Boulevard where the existing numbers of lanes were maintained. Cummins Street was to be reduced to one lane in each direction under both the LRT and BRT-Convertible Build Alternative scenarios. Roadway modifications were proposed with the three east corridor Build Alternatives. Specifically, Wheeler Street, Alabama Street, and Ennis Street were to be reconfigured to include one through lane in each direction and one parking lane. Currently each of these streets is two lanes in each direction with parking in the curb lane. No modifications to Elgin Street were anticipated Stations The proposed fixed guideway transit service was to provide up to ten new stations, depending on the Build Alternative alignment. The station platforms were proposed to be 200 feet in length and be one of the following: Center platforms bi-directional station platforms in the center of the street (or right-ofway) with the tracks (LRT) or lanes (BRT) on the outside of the station platforms. Center split platforms station platforms in the center of the street (or right-of-way) split from each other usually by a cross street with the tracks (LRT) or lanes (BRT) on the outside of the station platforms. Side platforms station platforms offset from the center of the street (or right-of-way) across from each other with the tracks (LRT) or lanes (BRT) on the inside of the station platforms. Split side platforms station platforms offset from the center of the street (or right-of-way) split from each other usually by a cross street with the tracks (LRT) or lanes (BRT) on the inside of the station platforms. The conceptual engineering included in Appendix E in Volume 3 of the DEIS shows the proposed station footprints. Table 2-8 summarizes the station descriptions. All Build Alternatives included the development of the existing Wheeler Station as a transfer facility within the general limits of Wheeler Street on the north, U.S. 59 on the south, Fannin Street on the east, and Main Street on the west. This location would act as a major hub for METRO s service area, enabling residents, visitors, and workers to easily transfer between the different modes of transit. Additionally, the facility could accommodate development strategies that encourage pedestrian-oriented activities and provide a mix of retail, commercial, and residential uses. January

40 Chapter 2 Alternatives Considered University Corridor Table 2-8 Station Descriptions for DEIS Build Alternatives Bus Station Location Platform Location Bays Parking Spaces Segment I Hillcroft Transit Center to Weslayan Street Hillcroft Transit Center At-grade; center platforms 2,000 spaces surface and parking structure Westpark right-of-way at South Rice Avenue At-grade; side platforms 650 space surface parking Westpark right-of-way at Newcastle Drive At-grade; side platforms 100 space surface parking Westpark right-of-way at Weslayan Street At-grade; side platforms Segment II Weslayan Street to Main Street Richmond/Westpark (Cummins) Richmond Avenue at Greenway Plaza West At-grade; center platforms Richmond Avenue at Greenway Plaza East At-grade; center platforms Richmond Avenue at Kirby Drive At-grade; center platforms Richmond Avenue at Shepherd Drive At-grade; side platforms Richmond Avenue at Dunlavy Street At-grade; side platforms Richmond Avenue at Montrose Boulevard At-grade; side platforms Wheeler Station at Main Street At-grade; split side platforms Richmond/Westpark (Greenway Plaza) Westpark right-of-way at Edloe Street At-grade; side platforms Greenway Plaza Drive A Elevated; center platform Richmond Avenue at Kirby Drive At-grade; center platforms Richmond Avenue at Shepherd Drive At-grade; side platforms Richmond Avenue at Dunlavy Street At-grade; split platforms Richmond Avenue at Montrose Boulevard At-grade; side platforms Wheeler Station at Main Street At-grade; split side platforms 8 1,000 space parking structure 8 1,000 space parking structure Richmond/U.S. 59/Westpark (Kirby) Westpark right-of-way at Edloe Street At-grade; side platforms U.S. 59 at Shepherd Drive Elevated; center platform Richmond at Montrose Boulevard At-grade; side platforms Wheeler Station at Main Street At-grade; side platforms 8 1,000 space parking structure Segment III Main Street to UH or Eastwood Transit Center Alabama (U.S. 59/Alabama/UH) U.S. 59 at Almeda Road At-grade; side platforms Alabama Street at Dowling Street At-grade; side platforms Alabama Street at Burkett Street (TSU) At-grade; side platforms Alabama Street at Tierwester Street Alabama Street at Scott Street (UH-Main Campus) At-grade; side platforms At-grade; side platforms 100 space surface parking 2-38 January 2010

41 University Corridor Chapter 2 Alternatives Considered Table 2-8 (continued) Station Descriptions for DEIS Build Alternatives Bus Station Location Platform Description Bays Parking Spaces Segment III Main Street to UH or Eastwood Transit Center (continued) Wheeler (Ennis/Elgin/Eastwood Transit Center) U.S. 59 at Almeda Road At-grade; side platforms Alabama Street between Dowling Street At-grade; side platforms and Live Oak Street Ennis Street at Eagle Street (TSU) At-grade; side platforms Elgin Street at Briley Street (Riverside) At-grade; side platforms Elgin Street at Scott Street (UH-Main At-grade; side platforms Campus) Elgin Street at Entrance #17 (UH-Main At-grade; side platforms Campus) Eastwood Transit Center At-grade; side platforms 1,000 space surface parking Wheeler (Ennis/Alabama/UH) Wheeler Street at Almeda Road Alabama Street between Dowling Street and Live Oak Street Ennis Street at Eagle Street (TSU) Alabama Street at Burkett Street (TSU) Alabama Street at Tierwester Street Alabama Street at Scott Street (UH-Main Campus) Source: April 2007 Conceptual Engineering (see Appendix E) At-grade; side platforms At-grade; side platforms At-grade; side platforms At-grade; side platforms At-grade; side platforms At-grade; side platforms 100 space surface parking Traction Power Substations For the LRT Build Alternatives only, Traction Power Substations (TPSS) were to be included at approximately one-mile intervals along the alignment to supply electrical power to the traction networks and to the passenger stations. Table 2-9 lists the potential locations of the TPSSs. TPSS do not generate electricity; however, they convert the electrical current to an appropriate level to power LRT vehicles. The TPSS sites would be approximately 80 feet by 100 feet. The proposed locations for these substations were shown in Appendix E in Volume 3 of the July 2007 DEIS. The proposed substation locations were sited to minimize impacts to the surrounding properties Operating Plan All Build Alternatives were proposed to have six-minute headways for both peak and offpeak periods. Fares were based on the METRORail fare structure policy. The Build Alternatives assumed that parking at the Wheeler, Eastwood Transit Center, Newcastle, South Rice, and Hillcroft Transit Center stations would be free. The level-of-service (LOS) under the BRT-Convertible Build Alternatives was to be the same as for LRT. Vehicle operating speeds for the BRT-Convertible Build Alternatives ranged from 14 mph to 17 mph and for the LRT alternatives, from 20 mph to 24 mph. The bus operating plan for the Build Alternatives included the bus service changes from the METRO Solutions plan which would affect the University Corridor. For example, some bus routes would have reduced headways if operating parallel to the proposed fixed guideway alignment (Operations Department, Preliminary Operating Plan University Corridor, METRO, April 18, 2007). January

42 Chapter 2 Alternatives Considered University Corridor Table 2-9 TPSS Locations for LRT (DEIS Build Alternatives) TPSS Location Comments Segment I Hillcroft Transit Center to Weslayan Street Hillcroft Transit Center Westpark Drive at Renwick Drive East of intersection, south side Westpark Drive at South Rice Avenue East of intersection, south side, corner of parking lot Westpark Drive at UPRR Under structure in METRO right-of-way Segment II Weslayan Street to Main Street Richmond/Westpark (Cummins) U.S. 59 Frontage Road at Cummins Street Under structure in METRO right-of-way Richmond Avenue at Audley Street Northwest corner in parking lot Richmond Avenue at Shepherd Drive Southeast corner in parking lot Richmond Avenue at Graustark Street Southeast corner in parking lot Richmond/Westpark (Greenway Plaza) Westpark Drive at Edloe Street Northeast corner in utility right-of-way Richmond Avenue at Audley Street Northwest corner in mall parking lot Richmond Avenue at Shepherd Drive Southeast corner in parking lot Richmond Avenue at Graustark Street Southeast corner in parking lot Richmond/U.S. 59/Westpark (Kirby) Westpark Drive at Edloe Street Northeast corner in utility right-of-way Westpark Drive at Revere Street In parking lot under structure in right-of-way to be acquired U.S. 59 at Dunlavy Street East of bridge, behind TxDOT wall and below LRT Structure Richmond Avenue at Montrose Boulevard Southwest corner of parking lot Segment III Main Street to UH or Eastwood Transit Center Alabama (U.S. 59/Alabama/UH) Wheeler/Caroline Streets Northwest corner of property required for alignment turn Alabama Street at Delano Street Southwest corner in parking lot Alabama Street at UH At end of line station in parking lot Wheeler (Ennis/Elgin/Eastwood Transit Center) Wheeler/Caroline Streets Northwest corner of property required for alignment turn Wheeler/Ennis Street North side in vacant plot -middle block Elgin Street between Tierwester Street & North side of Elgin Street in UH-Main Sampson Street Campus/TxDOT property Elgin Street at Spur 5 Spur Exit Ramp Lockwood Drive at Munger Street Wheeler (Ennis/Alabama/UH) Wheeler/Caroline Streets Wheeler/Ennis Street Alabama Street at Sampson Street Source: April 2007 Conceptual Engineering (see Appendix E) Northeast corner in street gore right-of-way Northwest corner of property required for alignment turn Northwest corner of property required for alignment turn North side in vacant plot-middle block Northeast corner in vacant lot 2-40 January 2010

43 University Corridor Chapter 2 Alternatives Considered The University Corridor GRT provided numerous opportunities for the existing fixed route service to provide connectivity to the GRT system and METRORail. Each route in the corridor was evaluated to maximize opportunities for customers traveling in the University Corridor. Proposed Service Modifications. The proposed modifications included integrating the existing fixed route system with the GRT system and METRORail, re-structuring local routes in the network, eliminating duplicating service and branches, creating new routes, and establishing safe transferring environments. Service modifications were proposed to integrate the existing fixed route system into the final network as shown in Table Several routes were to be separated (or unhooked) into either two independent routes or combined with other existing routes. The University Corridor created the opportunity to establish a link that would complement three transportation modes. These modes consist of the existing local fixed route service, the proposed Uptown GRT route, the existing METRORail service, and the proposed Southeast GRT route. Each mode had been designed to operate its service based on the customer travel requirements in the corridors. Employment and shopping based trips from the various economic markets would have required multiple operational approaches. The University Corridor is challenged with establishing an operating strategy that would support the transportation needs for various markets. These markets consist of three university environments, two major activity centers, various retail establishments, and numerous residential communities. The University Corridor would provide connectivity to other transportation modes including the local fixed route bus service at the Hillcroft Transit Center, Wheeler Station, and the Eastwood Transit Center. The proposed Uptown GRT service, the current METRORail service and the proposed Southeast GRT route provide additional opportunities for system connectivity. The proposed operating strategy maximizes opportunities to support the weekday employment trips and enhances weekend employment, shopping, tourism, recreational and sporting trips that occur in all the corridors. Table 2-10 Proposed Service Modifications Route # Route Name Description 1 Hospital Eliminate the portion of the route that extends from LBJ hospital to the HCC-Central College on Gelhorn. A new crosstown route would provide coverage to the HCC-Central College (Hammerly/Cavalcade Crosstown). 3 West Gray Unhook the 3 Langley/West Gray. Extend the 3 Langley via Webster, Fannin/San Jacinto, McGowen, Sampson, Wheeler, Scott, to Southeast Transit Center. Connect this route to the 52 Scott. 5 Southmore Unhook the 5 Kashmere/Southmore. Extend the existing 65 Bissonnet to replace the 5 Southmore to Scott Street and the Southeast Transit Center. The 5-Kashmere would become a stand alone route. 8 South Main Unhook the 8 South Main/Yale. Terminate the 8 South Main at Wheeler Station. The 8 Yale and the 18 Kirby would become a new crosstown. January

44 Chapter 2 Alternatives Considered University Corridor Table 2-10 (continued) Proposed Service Modifications Route # Route Name Description 9 North Main Unhook the 9 North Main/Gulfton. North Main - Terminate the 9 North Main at the North Intermodal. Gulfton - Terminate the 9 Gulfton at the South Rice facility; Extend the route to replace the 2 Bellaire Ranchester branch; operate the route solely on Gulfton and remove the one way loop. 11 Almeda Modify the route to operate via Almeda, Alabama to San Jacinto and return on Fannin to Alabama. 18 Kirby Modify the route to connect with the 8 Yale to create a new crosstown. 25 Richmond Modify the route to operate eastbound via Richmond, Edloe, Alabama, Holman, and Elgin to the Eastwood Transit Center (eliminate the 78 Alabama and the 42 Holman). Modify the route to operate westbound via Richmond Avenue, Little Branch Court to 26/27 Outer/Inner Loop Crosstown 29 Hirsch/TSU- Richmond (West Oaks Mall). Re-structure the route. Create three crosstown routes. Connect the 29 Hirsch/TSU-UH Crosstown with 87 Sunnyside-Plaza del Ore at the Southeast Transit Center. UH 30 Cullen Unhook the 30 Clinton/Cullen. Extend the 30 Cullen via Cullen, MLK, University Drive, Spur 35, Elgin, and Lockwood to Eastwood Transit Center and connect to the 42 Holman. Eliminate the 42 Holman Kashmere Transit Center branch. 33 Post Oak Crosstown Modify the route to operate via Sage, San Felipe, South Post Oak, and Post Oak to the Northwest Transit Center. 34 Montrose No route modifications required. 42 Holman Eliminate the 42 Holman and replace it with the 25 Richmond and the 30 Cullen. 47 Hillcroft Crosstown 49 Chimney Rock Crosstown No Change. Consider creating the Bingle/Voss Crosstown in the future. Modify the route to operate via Chimney Rock, San Felipe, Sage, and Woodway to South Post Oak. Consider the option of establishing the Chimney Rock/Wirt Road Crosstown. 52 Scott Unhook the 52 Scott/Hirsch. Operate via Scott, Wheeler, Sampson, McGowen, San Jacinto, Gray to connect to the 3 West Gray. 53 Briar Forest No route modifications required. 60 South MacGregor Unhook the 60 Hardy/South MacGregor. Extended the 60 South MacGregor via Ennis, St. Joseph to the Downtown Transit Center. 65 Bissonnet Extend route to replace the 5-Southmore 68 Brays Bayou Modify the route to operate via Tierwester, Elgin to the Eastwood Transit Center January 2010

45 University Corridor Chapter 2 Alternatives Considered Table 2-10 (continued) Proposed Service Modifications Route # Route Name Description 80 Dowling Extend the 80 Dowling via Dowling, Bissonnet, Almeda, and Holcombe to the VA Hospital. 82 Westheimer Remove the Sharpstown branch and create a new route operating 132 Harwin Express 163 Fondren Express via Westheimer, Edloe, U.S. 59 HOV Lane to downtown. Eliminate the portion of the route from the Hillcroft Transit Center to Wheeler Street Station. Modify the route east of the Hillcroft Transit Center to take over the Glenmont portion of the 9 Gulfton. The route would be reclassified as local route. Re-structure route. Create the Fondren Crosstown with connectivity at the Hillcroft Transit Center. The route would be reclassified as local route. 262 Westwood No route modifications required. 265 West Bellfort No route modifications required. 274 Westchase/ No route modifications required. Gessner 283 Kuykendahl- Greenway Plaza No route modifications required. 286 West Little York- Uptown/Gree nway Plaza Eliminate route - Uptown GRT and the University LRT would replace the service. Service connectivity would be provided with existing park & ride routes in the corridor. 292 West Bellfort- Monitor ridership and consider future modifications. TMC 298 Addicks- Monitor ridership and add additional trips when required. NWTC-TMC New Southwest Implement a new service to provide connectivity from park & ride lots Service Freeway in the corridor to the Hillcroft Center. Corridor New Westpark Service Corridor Source: METRO, April 2007 Implement a new service to provide connectivity from park & ride lots in the corridor to the Hillcroft Center. University Corridor Operating Characteristics. The weekday operations focused primarily on supporting connectivity opportunities for employment based trips from the local fixed route bus system and the proposed Uptown Corridor. The Uptown GRT service was to be designed to enhance that operation also. The weekend operations were primarily focused on supporting the Uptown and METRORail Corridors and the local fixed route operations. Tables 2-11 and 2-12 summarize the operating characteristics for LRT and BRT-Convertible considered in the July 2007 DEIS, respectively. January

46 Chapter 2 Alternatives Considered University Corridor Table 2-11 University Corridor LRT Operating Characteristics Weekday Saturday Sunday Span of Service 4:15 a.m.-1:19 a.m. 5:30 a.m.-1:19 a.m. 5:30 a.m.-1:19 a.m. Frequency (minutes)* 6/6/12/18 15/12/12/18 15/12/12/18 Number of Stations Round Trip Running Time 70 minutes 70 minutes 70 minutes Dwell Time 30 seconds 30 seconds 30 seconds Terminus Recovery Time 14 minutes 14 minutes 14 minutes # of Vehicles - Scheduled # of Vehicles - Daily Operational Requirement Service & Maintenance Requirements Total Vehicles Required Source: METRO, April 2007 * Frequency = AM & PM peak/midday/late evening/late night Table 2-12 University Corridor BRT-Convertible Operating Characteristics Weekday Saturday Sunday Span of Service 4:15 a.m.-1:19 a.m. 5:30 a.m.-1:19 a.m. 5:30 a.m.-1:19 a.m. Frequency (minutes) 6/6/12/18 15/12/12/18 15/12/12/18 Number of Stations Round Trip Running Time 91 minutes 91 minutes 91 minutes Dwell Time 30 seconds 30 seconds 30 seconds Terminus Recovery Time 14 minutes 14 minutes 14 minutes # of Vehicles - Scheduled # of Vehicles - Daily Operational Requirement Service & Maintenance Requirements Total Vehicles Required Source: METRO, April 2007 * Frequency = AM & PM peak/midday/late evening/late night The proposed route modifications that would have integrated the local fixed route service in the corridor with the BRT-Convertible or LRT service would have required two-car trains to provide the capacity to support the ridership demand expected. Therefore, the operating plan recommended two-car trains be used to support a weekday operational requirement for the corridor. The Hillcroft Transit Center, Eastwood Transit Center, and Wheeler transfer facility were to be established as the major connectivity hubs for the University Corridor. The proposed Operating Service Plan was to be developed inclusive of these locations as major hubs supporting the corridor. Local service and any alternative modes of transportation were to create additional connectivity opportunities for the other stations in the corridor January 2010

47 University Corridor Chapter 2 Alternatives Considered Storage and Inspection Facilities LRT Alternative. METRO s proposed LRT vehicles for the University Corridor would be compatible with the Siemens S70 s in METRO s existing fleet. These vehicles are 95 feet long and have a total passenger capacity of 150 persons (includes seated and standing). The LRT fleet assumes 32 additional vehicles are required to operate the service. The southeast corner of Renwick Drive and the METRO-owned Westpark right-of-way is a possible location for an auxiliary storage and maintenance facility. This facility would provide overnight storage, light maintenance, and washing for up to 20 vehicles. Another possible location for storage and inspection would be on METRO-owned right-of-way at the Hillcroft Transit Center. Heavy maintenance would take place at the existing yard and shop on the METRORail Red Line via a service connection at the Wheeler Station. BRT-Convertible Alternative. METRO s proposed BRT vehicles would provide the same capacity and amenities as the existing LRT vehicles. The University Corridor DEIS BRT fleet assumes 18 BRT vehicles are required to operate the service. These vehicles are expected to be housed and maintained at Polk Bus Operating Facilities (BOF) located at 5709 Polk Street in Houston, Texas. This facility is located near the Southeast corridor in southeast Houston just north of IH-45 and has capacity for 260 buses and currently has approximately 183 buses assigned to it. The Polk BOF is currently operating at 70 percent of capacity and has the capacity necessary to house 77 additional BRT vehicles. This facility would be capable of absorbing the increased BRT fleet proposed in METRO s University Corridor Construction Staging Areas The Hillcroft Transit Center and Eastwood Transit Center could serve as construction staging areas for either end of the project. The Wheeler Station could also be used as a central construction staging area. 2.3 FEIS ALTERNATIVES Copies of the DEIS were distributed to appropriate local, regional, state, and Federal agencies as well as the public on August 3, The 45-day comment period ended September 17, The comments received are documented in Chapter 11 of this FEIS. In addition to the comparison of the alternatives presented in Tables 10-1 and 10-2, public and agency comments were considered in the final decision by the METRO Board of Directors on the preferred alternative technology and alignment presented in the FEIS FEIS No Build Alternative The FEIS No Build Alternative is basically the same as described in Section 2.2.1, except the 2035 RTP adopted in October 2007 serves as the basis for defining the elements of the No Build Alternative rather than the 2025 RTP and Draft 2035 RTP. The No Build Alternative establishes the basis for comparison in the evaluation of transportation and environmental impacts of the LPA in the University Corridor. The No Build Alternative proposes that no major transit or transportation improvements would be made in the University Corridor beyond what has been committed to in the adopted 2035 RTP. A major part of the FEIS No Build Alternative is the inclusion of a rail component in the committed plan. Fifty-six miles of LRT and 124 miles of commuter rail transit are included in the No Build Alternative as shown in Figure 2-5. The following is a summary of the No Build rail component: January

48 Chapter 2 Alternatives Considered University Corridor LRT Component: North Corridor UH-Downtown to Bush Intercontinental Airport. Southeast Corridor. o Downtown/Bagby to Hobby Airport (Hinman Park & Ride). Sunnyside Corridor Airport Road to Downtown. East End Corridor. o Capitol/Dowling to Magnolia Transit Center. o Magnolia Transit Center to Telephone Road. Uptown Corridor Westpark/South Rice Transit Center to Northwest Transit Center. Katy Freeway (Inner Katy) Downtown to Northwest Transit Center. METRORail Red Line Fannin South to UH-Downtown. Commuter Rail Transit Component: South Main/U.S. 90A Corridor. o SH 36 Richmond/Rosenberg to Bellaire Junction to Fannin South. Northwest/U.S. 290 Corridor. o Prairie View to North Intermodal Terminal. Almeda Line GRT (railroad right-of-way)/sh 288 Corridor. o Grand Parkway to North Intermodal Terminal. Galveston/SH 3 Corridor. o Galveston Cruise Terminal to North Intermodal Terminal. All other assumptions described in Section for the DEIS No Build are incorporated into the FEIS No Build Alternative FEIS TSM/Baseline Alternative The FEIS TSM/Baseline Alternative is similar to the DEIS TSM/Baseline Alternative described in Section The FEIS TSM/Baseline Alternative for University Corridor consists of an enhanced bus service, similar to a BRT or Signature service that runs from Hillcroft Transit Center to Eastwood Transit Center along Westpark Drive, Edloe Street (crossing U.S. 59 on the existing Edloe Street overpass), Richmond Avenue, transitioning to Wheeler Street, then left on Hutchins to Alabama Street. Right-of-way acquisitions would be required at the transition between Richmond Avenue and Wheeler Street. The bus stops assume modern amenities such as off-board fare collection system and passenger information system. Wherever possible, the bus service would receive signal priority to improve travel times. The proposed bus stops would be located at: Eastwood Transit Center Elgin and Cullen streets Scott Street/Alabama Street (UH). Tierwester Street/Alabama Street. Ennis Street/Alabama Street. Eagle Street/Hutchins Street. Almeda Road/HCC. Wheeler Station. Montrose Boulevard/Richmond Avenue. Mandell Street/Richmond Avenue. Shepherd Drive/Richmond Avenue. Kirby Drive/Richmond Avenue January 2010

49 University Corridor Chapter 2 Alternatives Considered Greenway Plaza East (Richmond Avenue and Edloe Street). Weslayan Street/Westpark Drive. Newcastle Drive/Westpark Drive. South Rice Avenue/Westpark Drive. Renwick Drive/Westpark Drive. Hillcroft Transit Center. The headways would be six minutes (after demand-supply equilibration) during peak day, and 10 minutes during off-peak periods. Fares would be based on the METRO fare structure policy. The TSM/Baseline Alternative assumes that parking at Hillcroft Transit Center, South Rice, Newcastle, Wheeler Station, UH-Central College, and Eastwood Transit Center stations would be free. Vehicle peak operating speeds would be about 12 mph; depending on traffic conditions. The operating hours for the TSM/Baseline Alternative would be the same as the existing METRO service Locally Preferred Alternative A number of alignment options within several segments of the University Corridor alignment were studied as part of the DEIS (see Section 2.2.3). Based on the analysis in the July 2007 University Corridor DEIS and public and agency comments received on the document, the METRO Board of Directors selected a LPA technology and alignment on October 18, The METRO Board of Directors selected the LRT Alternative with an alignment consisting of the Richmond/Westpark (Cummins) alignment on the west (Segments I and II) paired with a combination of Wheeler (Ennis/Alabama/UH) and Wheeler (Ennis/Elgin/ Eastwood Transit Center) in Segment III as the LPA for the University Corridor. The LPA selected would result in the highest ridership and provide good service to the Hillcroft Transit Center, Houston Community College West Loop Center, Greenway Plaza, the University of St. Thomas, TSU, Yates High School, Cuney Homes, the UH Main Campus, and Eastwood Transit Center. Subsequent to the adoption of the LPA in October 2007, METRO continued to meet and coordinate with the community. The Washington Terrace community (within Segment III) expressed concerns about noise, access, and parking impacts along Wheeler Street, which is predominately single-family residential, along the LPA alignment. METRO worked with community leaders to evaluate alignment options in this area to minimize impacts and, as a result, gained consensus from the community on a slightly revised technically feasible alignment. In July 2008, the METRO Board of Directors revised the LPA alignment in Segment III (see Appendix G). No alignment changes were made in Segments I and II. The LPA alignment consists of: Segment I Richmond/Westpark (Cummins) The LPA begins at the Hillcroft Transit Center and proceeds east on the METRO-owned Westpark railroad right-of-way. The alignment continues east on ballasted track along the Westpark right-of-way to approximately 1,200 feet west of the UPRR tracks where the alignment rises onto an aerial structure to cross over the freight railroad. The alignment returns to ground-level on ballasted track approximately 1,200 feet east of the UPRR tracks and continues until Weslayan Street. Segment II - Richmond/Westpark (Cummins) This LPA continues from Weslayan Street and rises onto an aerial structure to turn north onto Cummins Street to cross U.S. 59 (mainlanes and eastbound and westbound frontage roads). The alignment on structure January

50 Chapter 2 Alternatives Considered University Corridor into the center of Richmond Avenue until just east of Spur 527. The LRT alignment then transitions from the center of the roadway to the south side of Richmond Avenue/Wheeler Street until Fannin Street, just east of the Wheeler Station. Segment III From Fannin Street, the LPA transitions from the south side of Wheeler Street into the center of the roadway. The alignment proceeds under U.S. 59 and SH 288. The alignment turns north on Hutchins Street (east side of street), east on Cleburne Street (south side of street), and then north on Dowling Street (in the center of the street). The alignment then turns east at Alabama Street and proceeds east in the middle of the street to the UH-Main Campus and Scott Street. The alignment turns north on Scott Street and proceeds north on the east side of Scott Street to Elgin Street. The alignment turns east at Elgin Street and proceeds east at grade in the middle of the street, passing under SH 5 and IH-45, to the north side of South Lockwood Street and the Eastwood Transit Center. As shown in Figure 2-13, the LPA is miles long and will extend from the Hillcroft Transit Center on the west to the Eastwood Transit Center on the east. The LPA will be atgrade for the majority of the alignment with elevated sections at two locations the crossing of the UPRR and U.S. 59 frontage roads and mainlanes. The plan and elevated profile locations for the LPA are shown in Appendix E in Volume 3. Chapter 8 includes estimated capital and right-of-way costs as well as projected operating and maintenance costs for the LPA. The chapter also includes financial information to assess METRO s ability to afford the project. The financial feasibility for the University Corridor was determined based on a cash flow analysis which demonstrates that METRO can implement the alternative and the entire METRO Solutions Phase 2 plan and still have a substantial positive cash balance at the end of the horizon year of Right-of-Way The typical sections and general right-of-way requirements for LPA are shown in Appendix E in Volume 3. At-grade sections would require a minimum 26-foot right-of-way for double track and elevated sections require 34 feet. Variations of at-grade sections include split track to allow for either a landscaped median or center platform stations. The LPA uses existing roadway rights-of-way and METRO-owned Westpark right-of-way. Cummins Street will be reduced to one lane in each direction. On Richmond Avenue, a portion of Wheeler Street (from Main Street to east of U.S. 59), Scott Street, Elgin Street, and South Lockwood Street, the existing number of lanes will be maintained. Hutchins Street, which is being made a one-way street, will be reduced to one lane. Along Wheeler Street (from east of U.S. 59 to Hutchins Street), Cleburne Street, Dowling Street, and Alabama Street, the existing roadways will be reconfigured to include one travel lane in each direction. Lane widths along Alabama between Tierwester Street and Scott Street were reduced from 19 feet to 11.5 feet in order to avoid adverse effects on five historic resources Stations The LPA will include 19 stations, all of which will be at-grade. Eleven stations will have center platforms, two will have split center platforms, five will have side platforms, and one will have split side platforms (see Figures 2-14 through 2-32). As shown in Table 2-13, three stations will include parking; parking at four other stations may be provided by others as development around the station occurs. The Wheeler Station will be expanded to facilitate the interface between the local bus routes and the fixed guideway transit service. The line will interface with the existing METRORail Red Line at the Wheeler Station and the proposed Southeast Corridor LRT at the Scott Station. The stations are identified by their relative location within the study area January 2010

51 University Corridor Chapter 2 Alternatives Considered Table 2-13 LPA Station Descriptions Station Location Platform Location Bus Bays Parking Spaces LRT Alignment Plan Sheet Number* Hillcroft Transit Center (existing) At-grade; center platform 8 3,000 spaces (parking garage) 6 Gulfton Station: Westpark right-of-way at At-grade; center Renwick Drive (west side) platform 9 Bellaire Station: Westpark right-of-way between 1 st and 2 nd Streets At-grade; center platform By others as development occurs 15 Newcastle Station: Westpark right-of-way At-grade; side 300 spaces at Newcastle Drive (west side) platforms (surface parking ) 18 Weslayan Station: Westpark right-of-way At-grade; side at Weslayan Street (west side) platforms 20 Cummins Station: Cummins Street between Norfolk and Portsmouth Streets At-grade; side platforms 22 Edloe Station: Richmond Avenue at At-grade; split By others Edloe Street center platforms 24 Kirby Station: Richmond Avenue between Wakeforest and Lake Streets At-grade; center platform 27 Shepherd Station: Richmond Avenue at Shepherd Drive At-grade; split side platforms 30 Menil Station: Richmond Avenue At-grade; center between Mandell Street and Loretto Drive platform 33 Montrose Station: Richmond Avenue at Montrose Boulevard (west side) At-grade; center platform 35 Wheeler Station (existing): Wheeler At-grade; center 6 By others Station at Main Street platform (parking garage) 37 Almeda Station: Wheeler Street at Almeda Road (west side) At-grade; center platform 39 Hutchins Station: Hutchins Street between Wheeler Street and Cleburne Street At-grade; side platforms 40 TSU Station: Alabama Street between Palmer and Sauer Streets At-grade; center platform 44 Tierwester Station: Alabama Street at Tierwester Street (west side) At-grade; split center platform 45 Scott Station: Scott Street between Alabama and Cleburne Streets At-grade; center platform By others 48 UH Station: Elgin Street at Entrance #18 At-grade; center (UH-Main Campus) Eastwood Transit Center (existing) * Source: LPA Engineering Drawings (see Appendix E in Volume 3) platform 51 At-grade; side spaces platforms (parking garage) 53 January

52 6TH 6TH ALLEN JENSEN LORRAINE MOP HOGAN TAYLOR WASHINGTON SHEPHERD DURHAM SILBER LYONS ELYSIAN VIADUCT YALE MAIN HOUSTON T C JESTER CROCKETT SAWY ER STUDEMONT IAL MEMO R PRESTON POST OAK CLINTON RUNNELS COMMERCE FANNIN PRAIRIE BAGBY CANAL TEXAS DALLAS WAUGH SAMPSON LOUISIANA GRAY INWOOD UNION PACIFIC RR POST OAK SAGE MC KINNEY WILLARD PEASE MC GOWEN YORK CRAWFORD 45 Wheeler Station Montrose Station DUNLAVY SAN FELIPE POLK DOWLING ELGIN Menil Station VERMONT Shepherd Station HALLMARK LEELAND SPUR 527 MONTROSE Kirby Station Cummins Station UH Station CULLEN DREW Tierwester Station SAUER TSU Station Hutchins Station Almeda Station Edloe Station Segment I Hillcroft Transit Center to Weslayan Street YORKTOWN ER NESTINE EDLOE RICHMOND!!!! ENNIS WESLAYAN!! WESTPARK WHEELER ALMEDA!!!!!!!! CALHOUN!! BLODGETT BINZ! TIERWESTER SOUTHMORE Eastwood Transit Center CALUMET GREENBRIAR RICE KIRBY MACGREGOR SCOTT BUFFALO SPEEDWAY RICE FOURNACE FOURNACE UNIVERSITY BISSONNET CALHOUN Scott Station Newcastle Station HOLCOMBE GRIGGS ALMEDA BRAESWOO D BELLAIRE 288 MAIN NEWCASTLE CULLEN Segment III Main Street to Eastwood Transit Center Segment II Weslayan Street to Main Street Weslayan Station Bellaire Station 610 YELLOWSTONE OLD SPANISH TRAIL CAMBRIDGE STELLA LINK RICE BEECHNUT HOLT JUTLAND HOLMES ANTOINE WIRT WOODWAY SAN FELIPE VOSS ALABAMA WESTHEIMER ALABAMA LEGEND University Corridor Locally Preferred Alternative At Grade Sections Elevated Sections Proposed Station METRORail Red Line Uptown Line (planned) Southeast Line (planned)! FOUNTAIN VIEW Hillcroft Transit Center!! tu 59 GULFTON Gulfton Station HILLCROFT CHIMNEY ROCK RENWICK BELLAIRE HILLCROFT CHIMNEY ROCK Figure 2-13: Locally Preferred Alternative METRO University Corridor Miles Data Source: METRO (2008) I BRAESWOOD

53 VE SKYLINE WINDSWEPT HILLCROFT WESTPARK Hillcroft S&I and Parking Garage 59 GLENMONT WESTWARD HARWIN LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-14: LPA Layout Hillcroft Transit Center Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May 2009.

54 FOUNTAIN VIEW STAR 59 WESTPARK RENWICK LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use GLENMONT Figure 2-15: LPA Layout Gulfton Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May 2009.

55 SHET PIN OAK PARK SAGE MC CUE 59 WESTPARK TERMINAL 3RD 2ND 610 1ST ANDERSON LEHIGH LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production SAXON Figure 2-16: LPA Layout Bellaire Station METRO University Corridor Feet I Commercial Mixed Use Open Water Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May 2009.

56 TLAND 59 WILD INDIGO WESTPARK Newcastle Surface Parking NEWCASTLE LOOP CENTRAL PIN OAK PARK LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Figure 2-17: LPA Layout Newcastle Station METRO University Corridor Feet I Commercial Mixed Use Open Water Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May CO

57 CUMM PORTSMOUTH NORFOLK 59 WESTPARK CHILDRESS WESLAYAN PURDUE FAIRMONT ACADEMY LAW LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-18: LPA Layout Weslayan Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March, Prepared by: Roberta F. Burroughs & Associates, May WEST

58 TUAM CUMMINS RICHMOND PORTSMOUTH WESLAYAN TIMMONS NORFOLK 59 WESTPARK LEGEND LEGEND Existing Right-of-Way Industrial Proposed Right of Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-19: LPA Layout Cummins Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May 2009.

59 BUFFALO SPEEDWAY RICHMOND TIMMONS EDLOE 59 LEGEND LEGEND Existing Right-of-Way Industrial Proposed Right of Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-20: LPA Layout Edloe Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May 2009.

60 ROSAMOND MAIN SACKETT VIRGINIA FERNDALE LAKE COLQUITT RICHMOND NORFOLK WAKEFOREST KIRBY LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use 59 Figure 2-21: LPA Layout Kirby Station METRO University Corridor Feet Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May I

61 BRANARD MCDUFFIE GREENBRIAR MAIN HAZARD SHEPHERD COLQUITT RICHMOND SANDMAN PORTSMOUTH NORFOLK LEXINGTON 59 LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-22: LPA Layout Shepherd Station METRO University Corridor Feet Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May NORFOLK I SANDMA

62 HARO BRANARD MANDELL MAIN LORETTO COLQUITT RICHMOND YUPON BONNIE BRAE NORFOLK LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use CASTLE Figure 2-23: LPA Layout Menil Station METRO University Corridor Feet Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May I

63 BRANARD ROSELAND MAIN STANFORD COLQUITT RICHMOND KYLE MONTROSE GRAUSTARK YOAKUM OAKLEY MIRAMAR WOODROW 59 COL AUTREY LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-24: LPA Layout Montrose Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May IRAMAR

64 DREW ISABELLA TRUXILLO 527 CLEBURNE EAGLE MAIN FANNIN SAN JACINTO BLODGETT 59 CAROLINE AUSTIN LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use WENTWORTH Figure 2-25: LPA Layout Wheeler Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May 2009.

65 EAGLE 59 CLEBURNE WHEELER BARBEE LABRANCH CRAWFORD CHENEVERT ROSEWOOD RUTH ALMEDA JACKSON CHARTRES BLODGETT Existing Right-of-Way LEGEND LEGEND Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-26: LPA Layout Almeda Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May 2009.

66 TRUXILLO CLEBURNE HUTCHINS CHARTRES ISABELLA Æ 288 BASTROP WHEELER DOWLING BARBEE ROSEWOOD LEGEND LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-27: LPA Layout Hutchins Station METRO University Corridor Feet Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May and October I

67 DELANO ENNIS SAUER HOLMAN ALABAMA PALMER TRUXILLO WINBERN ISABELLA BRILEY CLEBURNE LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-28: LPA Layout TSU Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May ST C

68 REEVES BRILEY HOLMAN BURKETT ALABAMA COBB CLEBURNE TIERWESTER SAMPSON LEGEND LEGEND Existing Right-of-Way Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-29: LPA Layout Tierwester Station METRO University Corridor Feet Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May I

69 CLEBURNE HOLMAN ALABAMA ADAIR SCOTT EAGLE ROS WHEELER Existing Right-of-Way LEGEND LEGEND Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-30: LPA Layout Scott Station METRO University Corridor Feet Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May STUART I RLES NAGLE

70 DENNIS LEEK DREW 45 TUAM ANITA CULLEN ELGIN Existing Right-of-Way LEGEND LEGEND Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-31: LPA Layout UH Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May 2009.

71 LOMBARDY ERNESTINE LOCKWOOD DIEZ 45 Eastwood Parking Garage MUNGER HICKSFIELD Existing Right-of-Way LEGEND LEGEND Industrial Proposed Right-of-Way Religious/Non-Profit/Government Station and Guideway Parks and Open Space Platform Vacant Residential Agricultural Production Commercial Open Water Mixed Use Figure 2-32: LPA Layout Eastwood Transit Center Station METRO University Corridor Feet I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; METRO Real Estate, March Prepared by: Roberta F. Burroughs & Associates, May 2009.

72 Chapter 2 Alternatives Considered University Corridor TPSS, Central Instrument Houses, and Detention Basins TPSSs will be included at approximately one-mile intervals along the alignment to supply electrical power to the traction networks and to the passenger stations. Table 2-14 lists the proposed locations of the TPSSs. The TPSS sites would be approximately 80 feet by 100 feet and are shown on the LRT Alignment Plan sheets in Volume 3, Appendix E. A photograph of an existing TPSS site with all components is also included in Appendix E. Table 2-14 TPSS Locations for LRT (LPA) Sheet Number In TPSS Location Appendix E Hillcroft Transit Center 7 Westpark Drive, west of Renwick Street 9 Westpark Drive, east of Rice Street 14 Westpark Drive, west of UPRR 19 Westpark Drive, east of Weslayan Street 21 Richmond Avenue, east of Audley Street 26 Richmond Avenue; west of Shepherd Drive 30 Richmond Avenue, west of Mt. Vernon Street 34 Wheeler Station 37 Alabama Street, west of Delano Street 43 Scott Street (across from UH) 49 Elgin Street at Spur 5 Spur Exit Ramp 52 Source: LPA Engineering Drawings (see Appendix E in Volume 3) Field communications equipment will be located in dedicated communications equipment houses and cabinets or in communication instrument houses (CIH). These structures are typically ten feet by 30 feet. The proposed locations for these CIHs are shown in Appendix E, LRT Alignment Plan, Sheets 6, 9, 10, 18, 23, 29, 32, 36, 40, 47, 53, 55, and 56, in Volume 3. At the Hillcroft Transit Center, the existing on-site detention facilities and drainage system (see Appendix E, LRT Alignment Plan, Sheet 7) will be modified to accommodate the proposed yard layout (see Section ). Any loss of detention volume resulting from the proposed track structure in this area will be mitigated within the limits of the existing pond. The parking area associated with the Newcastle Station will require detention. The new parking area and detention will be located on CenterPoint property (Appendix E, LRT Alignment Plan, Sheet 55). The proposed substation, CIHs and detention basin locations have been sited to minimize impacts to the surrounding properties; however, the locations are subject to change during final design. METRO would track any changes in the proposed locations and identify mitigation, if needed. If significant changes to locations of the TPSSs or detention basins would result, the impacts would be addressed in the appropriate level of supplemental National Environmental Policy Act (NEPA) review and documentation, as determined by the FTA January 2010

73 University Corridor Chapter 2 Alternatives Considered Operating Plan The LPA will have six-minute headways for both peak and off-peak periods. Fares will be based on the METRORail fare structure policy. The LPA assumes that parking at the Hillcroft Transit Center, Newcastle Station, Wheeler Station (by others), and Eastwood Transit Center will be free. Vehicle operating speeds for the LPA will range from 20 mph to 24 mph. The bus operating plan for the LPA includes the bus service changes from the METRO Solutions plan which will affect the University Corridor. For example, some bus routes will have reduced headways if operating parallel to the proposed fixed guideway alignment (Operations Department, Preliminary Operating Plan University Corridor, METRO, April 18, 2007). The University Corridor LRT will provide numerous opportunities for the existing fixed route service to provide connectivity to the LRT system and METRORail. Each route in the corridor has been and will continue to be evaluated to maximize opportunities for customers traveling in the University Corridor. Proposed Service Modifications. The proposed modifications include integrating the existing fixed route system with the LRT system and METRORail, re-structuring local routes in the network, eliminating duplicating service and branches, creating new routes, and establishing safe transferring environments. Service modifications will be required to integrate the existing fixed route system into the final network. Proposed modifications to the existing service are shown in Table Several routes will be separated (unhooked) into either two independent routes or combined with other existing routes. The University Corridor creates the opportunity to establish a link that will complement three transportation modes. These modes consist of the existing local fixed route service, the proposed Uptown LRT route, the existing METRORail service, and the proposed Southeast LRT route. Each mode has been designed to operate its service based on the customer travel requirements in the corridors. Employment and shopping based trips from the various economic markets will require multiple operational approaches. The University Corridor is challenged with establishing an operating strategy that would support the transportation needs for various markets. These markets consist of three university environments, two major activity centers, various retail establishments, and numerous residential communities. The University Corridor would provide connectivity to other transportation modes including the local fixed route bus service at the Hillcroft Transit Center, Wheeler Station, and the Eastwood Transit Center. The proposed Uptown LRT service, the current METRORail service and the proposed Southeast LRT route provide additional opportunities for system connectivity. The proposed operating strategy maximizes opportunities to support the weekday employment trips and enhances weekend employment, shopping, tourism, recreational and sporting trips that occur in all the corridors. January

74 Chapter 2 Alternatives Considered University Corridor Table 2-15 Proposed Service Modifications for the LPA Route # Route Name Description 9 North Main Unhook the 9 North Main/Gulfton. North Main - Terminate the 9 North Main at the North Intermodal. Gulfton - Terminate the 9 Gulfton at the South Rice facility; Extend the route to replace the 2 Bellaire Ranchester branch; operate the route solely on Gulfton and remove the one way loop. 11 Almeda Modify the route to operate via Almeda, Alabama to San Jacinto and return on Fannin to Alabama. 18 Kirby Modify the route to connect with the 8 Yale to create a new crosstown. 25 Richmond Modify the route to operate eastbound via Richmond, Edloe, Alabama, Holman, and Elgin to the Eastwood Transit Center (eliminate the 78 Alabama and the 42 Holman). Modify the route to operate westbound via Richmond Avenue, Little Branch Court to Richmond (West Oaks Mall). 30 Cullen Unhook the 30 Clinton/Cullen. Extend the 30 Cullen via Cullen, MLK, University Drive, Spur 35, Elgin, and Lockwood to Eastwood Transit Center and connect to the 42 Holman. Eliminate the 42 Holman Kashmere Transit Center branch. 33 Post Oak Crosstown Modify the route to operate via Sage, San Felipe, South Post Oak, and Post Oak to the Northwest Transit Center. 34 Montrose No route modifications required. 42 Holman Eliminate the 42 Holman and replace it with the 25 Richmond and the 30 Cullen. 47 Hillcroft Crosstown No Change. Consider creating the Bingle/Voss Crosstown in the future. 49 Chimney Rock Crosstown Modify the route to operate via Chimney Rock, San Felipe, Sage, and Woodway to South Post Oak. Consider the option of establishing the Chimney Rock/Wirt Road Crosstown. 52 Scott Unhook the 52 Scott/Hirsch. Operate via Scott, Wheeler, Sampson, McGowen, San Jacinto, Gray to connect to the 3 West Gray. 53 Briar Forest No route modifications required. 60 South MacGregor Unhook the 60 Hardy/South MacGregor. Extended the 60 South MacGregor via Ennis, St. Joseph to the Downtown Transit Center. 65 Bissonnet Extend route to replace the 5-Southmore 68 Brays Bayou Modify the route to operate via Tierwester, Elgin to the Eastwood Transit Center. 80 Dowling Extend the 80 Dowling via Dowling, Bissonnet, Almeda, and Holcombe to the VA Hospital. 82 Westheimer Remove the Sharpstown branch and create a new route operating via Westheimer, Edloe, U.S. 59 HOV Lane to downtown. 132 Harwin Express Eliminate the portion of the route from the Hillcroft Transit Center to Wheeler Street Station. Modify the route east of the Hillcroft Transit Center to take over the Glenmont portion of the 9 Gulfton. The route would be reclassified as local route January 2010

75 University Corridor Chapter 2 Alternatives Considered Table 2-15 (continued) Proposed Service Modifications Route # Route Name Description 163 Fondren Express Re-structure route. Create the Fondren Crosstown with connectivity at the Hillcroft Transit Center. The route would be reclassified as local route. 262 Westwood No route modifications required. 265 West Bellfort No route modifications required. 274 Westchase/ No route modifications required. Gessner 283 Kuykendahl- Terminate at Wheeler Station. Greenway Plaza 286 West Little York-Uptown/ Greenway Eliminate route - Uptown GRT and the University LRT would replace the service. Service connectivity would be provided with existing park & ride routes in the corridor. Plaza 292 West Bellfort- Monitor ridership and consider future modifications. TMC 298 Addicks- NWTC-TMC Monitor ridership and add additional trips when required. Source: METRO, 2008 University Corridor Operating Characteristics. The weekday operations will focus primarily on supporting connectivity opportunities for employment based trips from the local fixed route bus system and the proposed Uptown Corridor. The Uptown GRT service will be designed to enhance that operation also. The weekend operations will primarily focus on supporting the Uptown and METRORail Corridors and the local fixed route operations. Table 2-16 summarizes the operating characteristics for LPA. The peak and off-peak headways on the LRT will be consistent with the LOS currently being provided on the METRORail Red Line. Table 2-16 University Corridor LPA (LRT) Operating Characteristics Weekday Saturday Sunday Span of Service 4:15 a.m.-1:19 a.m. 5:30 a.m.-1:19 a.m. 5:30 a.m.-1:19 a.m. Frequency (minutes) * 6/6/12/18 15/12/12/18 15/12/12/18 Number of Stations Round Trip Running Time 87 minutes 87 minutes 87 minutes Dwell Time 30 seconds 30 seconds 30 seconds Terminus Recovery Time 14 minutes 14 minutes 14 minutes # of Vehicles - Scheduled # of Vehicles - Daily Operational Requirement Service & Maintenance Requirements Total Vehicles Required Source: METRO, August 2008 * Frequency = AM & PM peak/midday/late evening/late night January

76 Chapter 2 Alternatives Considered University Corridor The proposed route modifications that would integrate the local fixed route service in the corridor with LPA will require two-car trains to provide the capacity to support the ridership demand expected. Therefore, this operating plan recommends two-car trains be used to support a weekday operational requirement for this corridor. The Hillcroft Transit Center, Wheeler Station, and Eastwood Transit Center will be major connectivity hubs for the University Corridor. The proposed Operating Service Plan will be developed inclusive of these locations as major hubs supporting the corridor. Local service and any alternative modes of transportation will create additional connectivity opportunities for the other stations in the corridor Storage and Inspection Facilities and Test Track METRO s proposed LRT vehicles for the University Corridor are compatible with the Siemens S70s in METRO s existing fleet. A storage and inspection facility will be at the Hillcroft Transit Center on METRO-owned right-of-way (see Appendix E, LRT Alignment Plan, Sheet 54). The existing elevated highway ramp which runs above the Hillcroft Transit Center site and proposed track will not be impacted by this project (see Appendix E, LRT Alignment Plan, Sheet 54). In addition to storage and inspection, the Hillcroft facility would be the location of remove and replace maintenance activities for the University Corridor light rail fleet. However, heavy repairs for the University Corridor vehicles would take place at the existing yard and shop on the METRORail Red Line via a service connection at the Wheeler Station (see Appendix E, LRT Alignment Plan, Sheet 37). The existing yard and shop will be expanded to include additional service tracks where heavy maintenance can be performed. Detailed capacity analysis of the expanded yard and shop may be found in the Light Rail Fleet Management Plan (METRO, 2008). The University Corridor project also includes a test track within the METRO-owned right-ofway from Fondren Road to the Hillcroft Station (see Appendix E, LRT Alignment Plan, Sheets 1-6). The track is approximately 7,000 feet long. A service connection to move LRT vehicles to the heavy maintenance shop is also included (see Appendix E, LRT Alignment Plan, Sheet 37) Construction Staging Areas The METRO-owned property at Hillcroft Transit Center and Westpark Corridor will serve as construction staging areas along with the property in vicinity of Wheeler and Main Streets that will be acquired for the project (see Appendix E, LRT Alignment Plan, Sheets 6, 7, 14-19, 21, 37, 54 and 55) Changes in the Design Based on Comments on the DEIS Preliminary Engineering (PE) has progressed with selection of the LPA. The following section describes the changes in the design based on further refinement during PE and comments on the July 2007 DEIS. Appendix E in Volume 3 includes the engineering drawings for the LPA. Appendix G includes the supporting FTA correspondence for the revised LPA. Alignment. In Segment III, two alignments considered in the DEIS were combined to form the LPA alignment from the Wheeler to the Eastwood Transit Center and are connected using a combination of Hutchins Street, Cleburne Street, and Dowling Street. This alignment was developed to address community comments (see Section 2.3.3), concerns from TxDOT related to future expansion plans for U.S. 59 (see Section ), and desire by the community to have an alignment to the Eastwood Transit Center January 2010

77 University Corridor Chapter 2 Alternatives Considered Typical Sections. The typical sections have been revised in three locations. From the westbound service road of U.S. 59 to Richmond Avenue, Cummins Street will be reduced from four lanes to two lanes to accommodate the Cummins Station. Along Alabama Street from Dowling Street to Scott Street, the typical section includes one lane in each direction rather than two lanes in each direction. The Elgin Street typical section includes narrowing the track centers to minimize right-ofway impacts. Station Locations. To better serve the community, two stations have been added and the location of 11 stations has been revised. Table 2-17 shows the stations described in the July 2007 DEIS and the proposed station locations for the LPA. Table 2-17 Station Location Revisions for LPA Station Name and Location in 2008 LPA the July 2007 DEIS Station Name and Location Hillcroft Transit Center Same as DEIS at existing Hillcroft Transit Center None Gulfton Station - Westpark right-of-way at Renwick Drive South Rice Station Bellaire Station - Westpark Westpark Right-of-Way at South right-of-way between 1 st and Rice Avenue 2 nd Streets Newcastle Station Westpark Right-of-Way at Newcastle Drive Weslayan Station Westpark Right-of-Way at Weslayan Street Greenway Plaza West Station Richmond Avenue at Greenway Plaza west Greenway Plaza East Station Richmond Avenue at Greenway Plaza east Kirby Station Richmond Avenue at Kirby Drive Shepherd Station Richmond Avenue at Shepherd Street Dunlavy Station Richmond Avenue at Dunlavy Montrose Station Richmond Avenue at Montrose Boulevard Same as DEIS Weslayan Station - Westpark right-of-way at Weslayan Street (west side) Cummins Station Cummins Street between Norfolk and Portsmouth Streets Edloe Station - Richmond Avenue at Edloe Street Kirby Station - Richmond Avenue between Wakeforest and Lake Streets Same Name as Listed in the DEIS Menil Station - Richmond Avenue between Mandell Street and Loretto Drive Same Name as Listed in the DEIS. Center platform west of Montrose Boulevard. Change No Change in Location New Station Added Moved east and renamed to Bellaire Station. Future tie in from Uptown Line. No Change in Location Moved from east of Weslayan Street to west of Weslayan Street Moved to Cummins Street and renamed Cummins Station Moved to straddle Edloe Street and renamed Edloe Station Moved west Moved to straddle Shepherd Street Station moved east and renamed the Menil station Split platform changed to center platform January

78 Chapter 2 Alternatives Considered University Corridor Table 2-17 (continued) Station Location Revisions for LPA Station Name and Location in 2008 LPA the July 2007 DEIS Station Name and Location Wheeler Station Same as DEIS Wheeler Station at Main Street Almeda Station Same as DEIS Wheeler Street at Almeda Road None Hutchins Station - Hutchins Street between Wheeler Street and Cleburne Street TSU (Ennis) Station TSU Station - Alabama Street Ennis Street at Eagle Street between Palmer Street and Tierwester Station Alabama Street at Tierwester Street UH Main Campus (Alabama at Scott) Station Alabama Street at Scott Street UH Main Campus Entrance #17 Elgin Street at UH Entrance #17 Eastwood Transit Center at existing Eastwood Transit Center Sauer Street Same as DEIS Scott Station - Scott Street, north of Cleburne Street UH Station - Elgin Street at Entrance #18 (UH-Main Campus) Same as DEIS Source: LPA Engineering Drawings (see Appendix E in Volume 3) None None Change New Station added New location and renamed to TSU Station None Moved south on Scott Street and renamed to Scott Station Moved east and renamed to UH Station None Comparative Evaluation of Alternatives Copies of the DEIS were distributed to appropriate local, regional, state, and Federal agencies as well as the public on August 3, The 45-day comment period extended to September 17, The comments received are documented in Chapter 11 of this FEIS. In addition to the comparison of the alternatives presented in Chapter 10, public and agency comments were considered in the final decision by the METRO Board of Directors on the preferred alternative technology and alignment. The LPA meets the goals and objectives of the University Corridor project as defined in Section 1.7 and shown in Table In addition, the LPA is consistent with METRO Solutions and the 2035 RTP. The LPA will introduce a new, premium transit service in the University Corridor. The most substantial beneficial effects from building the improvements in the University Corridor would be improved accessibility and travel times to regional activity centers. Because the LPA will be a permanent investment, this new transit service has the potential to positively influence economic development in the University Corridor January 2010

79 University Corridor Chapter 2 Alternatives Considered Table 2-18 Summary of Benefits Provided by the LPA Project Goals and Objectives Benefit Maximize regional transit By providing high frequency, high capacity LRT service system connectivity between to the University Corridor, residents will have access to the University Corridor and HCC-Central College, Greenway Plaza, University of St. major activity centers and Thomas, TSU, and UH-Main Campus. In addition, the destinations through improved connection to the METRORail Red Line will provide transit service to the corridor. access to the Central Business District, Houston Community College Main Campus, Rice University, Texas Medical Center, Museum District, and Reliant Increase transit ridership in the University Corridor, thereby helping to reduce traffic congestion on corridor freeways and thoroughfares and contributing to the reduction in mobile source emissions. Support public and private economic development and neighborhood revitalization efforts. Seek transportation solutions that would avoid disruption to neighborhoods, commercial districts, and historic areas in the corridor. Provide cost-effective and achievable transportation solutions for the University Corridor. Serve diverse population concentration along the University Corridor. Source: METRO, September 2008 Park. The LPA will attract 11,130 additional average weekday linked trips compared with the FEIS TSM/Baseline Alternative. Daily ridership in the corridor on the LRT line is expected to be 49,200 including trips from special events. In addition, the University Corridor LRT service will effectively double the person-carrying capacity of Richmond Avenue. The eight-county Houston- Galveston area is non-attainment for ground-level ozone. While on-road vehicles are not this region s primary source of ozone precursor pollutants, on-road vehicles do contribute to the pre-cursor pollutants that aid in the formation of ground-level ozone. The 2035 RTP includes a conformity analysis for meeting the onehour ground level ozone standard. Many of the communities within the corridor would benefit from economic development and revitalization, which would be supported by the design of the LRT alignment and stations. The LPA will minimize both full and partial property acquisitions while maintaining either existing or adequate traffic lanes. The LPA will include a tree preservation and relocation plan that will minimize impact to median and street trees in the corridor. Design innovations will also minimize impacts to potentially historic properties and districts. The projected ridership for the LPA along with the anticipated capital costs can achieve an acceptable Federal Cost Effectiveness rating. The University Corridor is characterized by diverse population concentrations. The LPA will tie together the many diverse areas including: Gulfton, West University, Greenway/Upper Kirby, Neartown/Montrose, Midtown, Greater Third Ward, and Greater Eastwood. January

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83 University Corridor Chapter 3 CHAPTER SOCIAL EFFECTS This chapter focuses on the social conditions in the University Corridor that would potentially be affected by the alternatives considered. Generally, the study area has been defined as the area within a one-mile radius of the proposed fixed guideway alignments from the existing Hillcroft Transit Center through the Wheeler Station to the Eastwood Transit Center (see Figure 1-2 in Chapter 1); however, the study area of some resources may vary. The information in this chapter provides a legal and regulatory context, methodology, long-term effects, short-term construction effects, and proposed mitigation measures for numerous social factors. These include land use, socio-economic, neighborhoods, community services, community cohesion, acquisitions/displacements, cultural resources, parklands, visual, safety, and environmental justice. 3.1 LAND USE AND SOCIO-ECONOMICS This section discusses the existing and potential effects to land use, social, and economic conditions in the University Corridor Methodology A one-quarter mile radius was drawn on each side of the alignments to facilitate the analysis of station vicinity land uses and potential impacts. For the analysis of potential socioeconomic effects, an inventory of community facilities and services within one-quarter mile of the proposed Build Alternative alignment was compiled and potential impacts were analyzed based on research, observation, and public input. Data contained in the City of Houston Geographic Information System (COHGIS) Release 13.1 and data available from the Harris County Appraisal District (HCAD) were primary resources Local Land Use Plans/Policies This section identifies the plans and policies related to land use and growth in the University Corridor. While Houston has not adopted a zoning code, many land use controls have been individually codified. The city intervenes in the enforcement of deed restrictions only in limited instances. Several ordinances regulate development including Chapter 42 of the city code, which addresses development regulations; Chapter 40, which requires the construction and repair of sidewalks, driveways, curbs and gutters; and Chapter 16 which regulates parking. City of Houston. On June 21, 2006, the Houston City Council approved an amendment to the City budget that set aside funds for the Planning Commission to engage in a comprehensive planning process. Pursuant to that action, on December 14, 2006, the General Plan Subcommittee issued a report requiring the Department of Planning and Development to develop work plans for mobility and drainage. Subsequently, in the Summer of 2008, the Planning Commission announced the Houston General Plan, a compilation of plans, regulations, strategies, projections and resources that provide the direction and guidance for Houston s growth and development (City of Houston website, July 2008). Some of these plans are complete and others, such as the Mobility Plan, are in progress. The approach to the Mobility Plan reflects an acknowledgement of the relationship among land use, transportation, and capital improvements, and the affect that these elements have on development. January

84 Chapter 3 University Corridor In addition, the Department of Planning and Development initiated an urban corridor planning process to garner public input into the development of new standards for development along the Metropolitan Transit Authority of Harris County, Texas (METRO) Solutions transit corridors, including the University Corridor. A series of community workshops were held in each corridor; the University Corridor workshop was held in January A new ordinance was adopted by City Council August 19, 2009 which changes how the City regulates development and designs its streets and other infrastructure in order to create a high quality urban environment in areas along METRO's light rail corridors, including the University Corridor. The new ordinance includes both mandatory requirements and opt-in provisions. The mandatory rules provide that new development along transit corridor streets and intersecting streets must include sidewalks with a clear pedestrian space that has a minimum width of six feet and minimum height of seven and a half feet. The opt-in provisions are incentive-based, allowing development along transit corridor streets and intersecting streets within the building setback line if certain pedestrian-oriented performance standards are met. The opt-in provisions require a 15-foot pedestrian realm. Other City of Houston plans, studies, and initiatives that address sites and communities within the University Corridor include: Land Assemblage Redevelopment Authority (LARA) The City of Houston has created an authority to acquire tax delinquent properties in neighborhoods where these properties are contributing to blight. Nonprofit Community Development Corporations (CDCs) and for-profit developers who agree to partner with a CDC can bid on tax delinquent properties. Successful bidders will be required to build affordable housing on these sites. The objective of this program is to increase the supply of affordable housing in lowmoderate income neighborhoods. Early on, the Third Ward neighborhood in the eastern section of the University Corridor study area was selected as a pilot neighborhood for this program. The Third Ward Urban Redevelopment Plan, prepared by the Department of Planning and Development, was intended to guide the authority in selecting development proposals for the purchase and redevelopment of tax delinquent Third Ward properties (Third Ward Redevelopment Plan, Department of Planning and Development, April 2005). The plan contains a map of what appears to be 75 to 100 tax delinquent properties between Interstate Highway (IH) 45 and Cleburne Street in the Third Ward neighborhood. Houston Bikeway Master Plan This plan, completed in 1993, is being implemented. On-street bike routes have been completed for the following study area streets: Caroline Street, Mandel Street, Yoakum Street, Holman Street, McGowen Street, Alabama Street, Tierwester Street, and Wheeler Street. Bike lanes have been completed on Westpark Drive (IH-610 to Wakeforest), Weslayan Street (Westpark Drive to north of the study area boundary), Cullen Boulevard (Brays Bayou to Polk Street), and Calhoun Road (Brays Bayou to Griggs Road). A State Transportation Enhancement Project (STEP) trail that traverses the Third Ward neighborhood along the Columbia Tap, an abandoned rail bed, has been completed. Multi-use trails have been completed on Newcastle Drive (South Rice Avenue to the City of Bellaire) and Chimney Rock Drive within the City of Bellaire. The trail begins at Dixie Drive at Hermann Park and ends in Downtown Houston. The north terminus of the Columbia Tap Trail is within the METRO Solutions Southeast Corridor. In addition, the plan includes a proposed trail on Westpark Drive, from IH-610 to Savoy Street. Parks and Recreation Master Plan This plan is designed to serve as a blueprint for the development and redevelopment of parks within the Houston park system. The plan inventories existing parkland, identifies gaps, and proposes improvements. Proposed 3-2 January 2010

85 University Corridor Chapter 3 projects within the University Corridor include land acquisition in the vicinity of the following: Post Oak Road/Westheimer Road/Richmond Avenue in the Uptown Super Neighborhood; West Alabama Street at Dunlavy Street in the Montrose Super Neighborhood; and Alabama Street-West Alabama Street, between Montrose Boulevard and Fannin Street in the Montrose and Midtown Super Neighborhoods (Parks and Recreation Master Plan, City of Houston, September 2001). An update pinpoints council districts for park funding, including a total of almost $133 million in improvements for Council Districts C, D, F, and I. The updated plan also includes a proposal for $2 million dollars worth of improvements to Emancipation Park (Parks & Recreation Master Plan Update, 2007 and Houston Parks & Recreation Department, March 2008). Major Thoroughfare and Freeway Plan The City of Houston prepares a Major Thoroughfare and Freeway Plan on an annual basis. The plan identifies sections of roadways that are in need of expansion by lengthening or widening (City of Houston website, August 2008). Within the study area, the city has classified Almeda Road, Bissonnet Street, Blodgett Street, Buffalo Speedway, Chimney Rock Drive, Crawford Street, Dowling Street, Ernestine Street, Greenbriar Drive, Main Street, Montrose Boulevard, Post Oak Boulevard, Richmond Avenue, Sage Road, Scott Street, South Shepherd Drive, Weslayan Street, Westpark Drive, and Wheeler Street as major thoroughfares. Fannin Street and Kirby Drive are classified as principal major thoroughfares. Collector streets in the study area are Alabama Street and Edloe Street. In addition, the Planning Commission adopted Transit Corridor Street as a new street classification in the Major Thoroughfare and Freeway Plan in This new classification was created to acknowledge the change in function of the street right-ofway that includes a guided rapid transit system. Capital Improvement Plan (CIP) The CIP contains information regarding the scheduling of roadway projects. The Capital Improvement Plan incorporates projects developed in conjunction with the Metropolitan Planning Organization s Regional Transportation Plan and includes capital projects that are funded by local Tax Increment Redevelopment Zones (TIRZ). CIP projects for street segments that are wholly or partially within the University Corridor study area include reconstruction of Drexel, Windswept, Pagewood, Judalon, Bonnie Brae, Castle Court, Dunlavy, Graustark, Lexington, West Main, Mandell, Norfolk, Sul Ross, Yupon, and Portsmouth Streets. Other projects include Kirby Drive Storm Sewer Improvements, Edloe Street Area Storm Sewer Relief, Renwick Street Drainage Improvements, Kirby Relief Storm Sewer, improvements to Emancipation and Ervan Chew Parks, and Midwest Police Station- District 18. Texas Department of Transportation (TxDOT). The Houston District of TxDOT has conducted a feasibility study for State Highway (SH) 35. A section of SH 35 abuts the study area. The study evaluated all reasonable alternative modes of transportation and travel routes for the purpose of recommending a preferred alternative. The recommended alternative, the Modified Mykawa Corridor, includes recommendations that would affect the portion of the University Corridor that is in the vicinity of the University of Houston (UH) and the Eastwood Transit Center. These include a recommendation for an eight-lane tollway between IH-45 and IH-610 along existing Spur 5 and the west side of the existing railroad tracks and recommendations to implement Transportation System Management (TSM) and Travel Demand Management measures and access management measures along SH 35 and side streets (TxDOT, State Highway 35 Major Corridor Feasibility Study, Final Report, May 2007). January

86 Chapter 3 University Corridor Houston-Galveston Area Council (H-GAC). H-GAC is the Metropolitan Planning Organization for the eight-county Houston-Galveston region; H-GAC also functions as the regional council of governments. H-GAC has adopted several plans and policies related to transportation and land use, including: Goals For Tomorrow This is a comprehensive regional policy document that is intended to be a tool for informing other planning decisions by H-GAC and local governments, as well as H-GAC s review of Federal and state grant applications. The goals contained in the section on regional growth patterns are most directly related to land use and development in the University Corridor. They include the following: o Local and regional policies address the need for providing access to and between multiple employment centers. o Local policies promote the strengthening of Central Business Districts (CBDs) and other town centers. o Coordinated development and infrastructure, so development does not overwhelm o transportation and other systems. Developers include considerations for pedestrian/bicycle access, and transit service when appropriate, in their designs (Goals for Tomorrow, H-GAC, November 1998) Regional Transportation Plan (RTP) This plan embodies policies that are supportive of concentrating mixed-use developments that cluster live, work, and play opportunities, especially near transit stops. H-GAC adopted the 2035 RTP in August 2007 and an amended RTP in October 2007 (telephone interview with Jeff Taebel, H- GAC, November 15, 2007). The plan is a tool to assist local governments and state and local transportation agencies to identify investments to improve mobility, increase safety, complement the development plans of local communities, and increase the quality of life for those who live and work in this diverse region. The RTP acknowledges that there is a strong relationship between land use patterns, travel demand, and the operational efficiency of roadways, and it includes an informative discussion on that relationship. H- GAC intends that this plan be used to identify future RTP and Transportation Improvement Program (TIP) projects and serve as a guide to coordinate roadway planning, transit planning, and the bikeway network. One of the stated goals of the 2035 RTP is to increase transit. Implementation strategies include implementing the METRO Solutions 2035 Plan, of which the University Corridor is a part; developing guidelines for transit-oriented development (TOD) with METRO, City of Houston, and TxDOT; and informing local elected officials and citizens on the costs and benefits of TOD and transitready development. The total cost of the RTP transportation improvements across the eight-county region is $156 billion, including $122 billion worth of projects in Harris County. Pedestrian and Bicycle Special Districts Study Phase 1 (H-GAC, October 2004) This H-GAC-sponsored study pinpoints six University Corridor study area communities as places that represent optimal opportunities to replace vehicle trips with pedestrian or bicycle trips and to improve pedestrian and bicycle safety. These communities are Third Ward, Gulfton, Binz, Eastwood, Midtown, and Montrose. More detailed studies have been performed for Greater Third Ward, Gulfton, and Montrose. These studies, Pedestrian and Bicycle Special Districts Study Phase 2 Third Ward Pilot Project, Montrose Pedestrian and Bicycle Plan, and Gulfton Pedestrian and Bicyclist Study involved community stakeholders and the City of Houston. The studies contain proposals for improvements such as preferred pedestrian/bike routes, modified intersections, curb extensions, crossing islands, walking zones, and hike and bike trials that enhance mobility within the University Corridor, as well as enhance access to prospective stations. 3-4 January 2010

87 University Corridor Chapter 3 Harris County. The Harris County Parks Master Plan recommends the acquisition of land in a broadly-defined land area that includes the southeastern portion of the study area. Harris County Flood Control District and United States (U.S.) Army Corps of Engineers (USACE). Project Brays, also known as Brays Bayou Flood Damage Reduction Project, is designed to reduce the risk of flooding in neighborhoods in the vicinity of Brays Bayou. As such, this project affects UH, Texas Southern University (TSU), University Oaks, Tierwester/Canfield Oaks/College Oaks, and Southwood/Timbercrest/North MacGregor Oaks. Channel modifications from Ardmore Street to Calhoun Road, which were identified as part of the project, have been completed. Houston Independent School District (HISD). ReBuild HISD is an initiative of HISD that is directed toward school improvements and construction. The proceeds of a bond issue that voters approved in 2002 are being used to fund school improvements. HISD has completed a $6.3 million renovation of Blackshear Elementary School, located in the Third Ward neighborhood (HISD Connect website, December 2006). UH. The University of Houston Master Plan, completed in the latter part of 2006, focuses on increasing density within the existing bounds of the campus, along with constructing mixeduse facilities that combine classroom space and other uses, such as retail and office space (interview with Jeanne LaMontagne and Dilip Ancatell, July 27, 2006). The campus master plan projects campus population growth from 35,000 students to 41,000 students within the next decade. Principles in the plan include linking the university and the surrounding Third Ward and University Oaks neighborhoods with streets and pedestrian corridors, extending the MacGregor/Brays Bayou park system into the campus at Calhoun Street, and committing to a pedestrian campus which prioritizes its open spaces. The plan also proposes developing a loop road that reconnects Calhoun Road and Elgin Street and extending the pedestrian campus to Scott Street with the closing of Cullen Boulevard, allowing access for shuttles, handicapped, service, and emergency vehicles. Moreover, the plan recommends incorporating the proposed METRO light rail and express bus lines into the campus with an Intermodal station on Scott Street and a shuttle to the center of campus (UH Framework Plan, Cooper, May 2006). An implementation project that is currently underway is the 984- unit Calhoun Lofts, a student housing development that will be completed in the summer of In addition, the Michael J. Cemo Hall, a 33,000 square foot lecture hall will be completed in May Houston Community College System (HCCS). HCC-Central College and HCC-Southwest College West Loop Center are located in the study area. Plans for HCC-Central College include closing several streets to consolidate the campus into one contiguous pedestrian campus (interview with Bill Mack, HCCS, July 21, 2006). In addition, a new 123,835 square foot Learning and Science Center opened in August At the Southwest College West Loop Center campus, HCCS opened a 70,000 square foot addition in August TSU. The TSU Master Plan calls for this institution to grow toward Scott Street, a segment of which is within the study area. The university has constructed a new mixed-use facility with parking and retail uses on Blodgett Street and a new parking garage at the intersection of Cleburne and Sampson Streets. Near the Tierwester Station, a new science facility opened in 2005 and a new facility for the Barbara Jordan-Mickey Leland School of Public Affairs was dedicated in September In addition, TSU has in the last several years January

88 Chapter 3 University Corridor constructed or acquired several new student housing developments (TSU Master Plan, September 2001, and windshield survey conducted by Roberta F. Burroughs & Associates, June to August 2006). University of St. Thomas. The University of St. Thomas is a private Catholic university located within the study area. The 2002 master plan resulted in the replacement of Guinan Hall with a larger student housing facility, the construction of new student service areas in the Moran Center parking facility, and the addition of outdoor activity space on the Campus Life Mall. Other projects include closing a portion of West Main Street to vehicular traffic, redoing pavers and the circular element on Sul Ross and Yoakum Streets, and constructing a pedestrian scaled entrance (Interview with Howard Rose, University of St. Thomas, July 18, 2007). An update to the University of St. Thomas Master Plan was completed in It contains proposals for new facilities proximate to the Montrose and Menil stations, including a new science building, a 900-person capacity multi-purpose space and performing arts theater with seating for 400 (to be located on Montrose Boulevard, between Sul Ross and Branard), a new academic building, a replacement for Tiller Hall, an addition to Strake Hall, an addition to Jerabeck Athletic Center, and a new athletic field (University of St. Thomas Master Plan Update, 2007) Special Districts In Houston, special districts such as TIRZs and management districts have been created under governmental authority to plan and finance projects within their jurisdictions. The special districts that are within the study area boundaries are discussed below. TIRZs. These special districts are created by a municipality to help finance the cost of developing or redeveloping a specific geographic area that would not otherwise attract large private investment. These zones can fund or reimburse for both the capital and financing costs for basic infrastructure, including streets, pedestrian improvements, water, sewer, storm drainage, and accompanying enhancements such as landscaping. Additionally, TIRZs can acquire and dispose of property and remediate environmentally impacted property. TIRZs can provide useful planning and funding to develop or redevelop urban areas in support of transit-friendly projects. TIRZs are created with a specific time frame within which improvements are financed. Project and financing plans are adopted and board members are appointed by the Houston City Council (City of Houston website, 2006). The City of Houston has generally used local government corporations called redevelopment authorities (RDAs) to function as an administrative adjunct to its TIRZs. The RDAs can function on a peer level with other public agencies providing a mechanism for interaction between the agencies, property owners, tenants, and residents to guide the cooperative processes typically necessary for effective large-scale TOD (City of Houston website, 2006). There are five TIRZs within the University Corridor study area (see Figure 3-1): Southwest Houston, Uptown, Upper Kirby, Midtown, and OST/Almeda. Southwest Houston TIRZ This large zone encompasses 2, acres; a small portion of which is within the study area. It contains two declining regional shopping malls that were built as part of the post-war suburban expansion of Houston. Sharpstown Shopping Center was part of the first wave of expansion. Westwood Mall was built later and is anchored by a Sears department store. The project plan for this TIRZ includes public improvements for Sharpstown Center, intersection/mobility improvements, bus turn-out 3-6 January 2010

89 OLD KATY WACO LOCKWOOD MARTIN LUTHER KING COTTINGHAM CLINTON 59 YORK POLK CALHOUN SOUTH ACRES CULLEN QUITMAN SAWYER DOWLING CRAWFORD ELGIN ENNIS SCOTT 45 Æ 288 YELLOWSTONE HOLMES REED AIRPORT FANNIN MAIN MONTROSE DUNLAVY SHEPHERD GREENBRIAR KIRBY 610 W. GRAY 10 BUFFALO SPEEDWAY SAN FELIPE ALABAMA WESLAYAN NEWCASTLE RICHMOND BEECHNUT SAGE GULFTON WHITE OAK ALMEDA MEMORIAL BELLFORT S. RICE BELLAIRE CHIMNEY ROCK FOUNTAIN VIEW RENWICK WILLOWBEND HILLCROFT VOSS WESTPARK BISSONNET FONDREN WESTHEIMER LEGEND University Corridor LPA Midtown TIRZ O.S.T./Almeda TIRZ Southwest Houston TIRZ Upper Kirby TIRZ Uptown TIRZ GESSNER Figure 3-1: Tax Increment Reinvestment Zones METRO University Corridor Miles I Source: City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, June 2009.

90 Chapter 3 University Corridor lanes, esplanade/right-of-way improvements, sidewalk and lighting improvements, and acquisition of land for a park. Improvements include: o Fondren Road/Bellaire Drive Intersection Reconstruction. o Sharpstown Mall Improvements. o Access Management on Bellaire Drive. o Fondren Road Gateway at U.S. 59. Bellaire Drive Gateway at U.S. 59 Uptown TIRZ A small portion of the 1,010-acre Uptown TIRZ lies within the study area. The Uptown project plan focuses on traffic circulation, roadway, and pedestrian network improvements. The area within this TIRZ is experiencing dynamic growth. High-density residential development, consisting of lofts, condominiums, townhomes, and patio homes, is occurring at a rapid pace. New restaurants, retail stores, hotels and a repertory theatre are projects that have been announced. Since 2000, seven residential towers have been constructed. A major new mixed use development is under construction; it will contain shops, restaurants, a hotel and residential tower, and a grocery store. Property values in this TIRZ exceed average city values. For example, median home sale prices have exceeded $180 per square foot since 2004 and new construction since 2000 represents over $400 million in real property valuation. Upper Kirby TIRZ This TIRZ comprises 515 acres. It was created by City Council in July It is traversed by Richmond Avenue and Kirby Drive, two busy major thoroughfares. The valuation of properties has risen substantially since the zone s inception. At the inception of the Upper Kirby TIRZ, the valuation was $551,323,770; in 2005 it had risen to $999,242,303. The project plan for the Upper Kirby TIRZ includes storm drainage improvements, safety and security infrastructure improvements, traffic mobility improvements, and improvements to Levy Park. The Upper Kirby TIRZ has funded a traffic mobility study that identifies mobility and safety improvements that are needed in the district, along with an area inlet design. This TIRZ has also funded improvements to Levy Park and provided support for a study that has led to a decision by the YMCA to open a facility on Richmond Avenue, along the LPA alignment (interview with Jamie Brewster and Travis Younkin, Upper Kirby TIRZ, July 6, 2006). A major current project involves street reconstruction, storm drainage and streetscape improvements along Kirby Drive, from U.S. 59 to Westheimer Road. A portion of this project is within the University Corridor. Land values within the Upper Kirby TIRZ are high relative to citywide values. This has resulted in a trend toward higher density residential development and upscale commercial development. Building permits issued within the boundaries of the Upper Kirby TIRZ surpass those of most of the other neighborhoods within the city. Much of the development reflected in this building permit activity is townhome development. Moreover, 12 projects valued at $163,400,000 are projected to be completed within the Upper Kirby TIRZ in the next eight to ten years. The TIRZ reports at least 879 residential units that would be built within this time frame. These projects are either within or abutting the University Corridor study area. Storm drainage improvements for the Upper Kirby TIRZ are included in the FY CIP. Midtown TIRZ The area covered by the Midtown TIRZ is 433 acres. This land area has been transformed since the TIRZ s creation in It was a low density, sparsely populated neighborhood of institutional uses, one- and two-story detached single-family homes, and undeveloped land. It is now a higher density neighborhood of townhomes, restaurants, and convenience retail. The tax base has grown from $156 million at the inception of the TIRZ to well over $1 billion (Interview with Charles Le Blanc, July 24, 2006). The Midtown TIRZ, which also functions as a RDA, is a mechanism to guide 3-8 January 2010

91 University Corridor Chapter 3 redevelopment within Midtown (10 Year Report, Midtown Redevelopment Authority, Tax Increment Reinvestment Zone #2, December 2004). This TIRZ is engaged in a project to address the revitalization of the area that surrounds the METRORail Red Line Ensemble Station. The project is also addressing parking issues. The Midtown Redevelopment Authority (RDA) is involved in efforts to serve as a catalyst for the development of affordable housing in the Third Ward Super Neighborhood. OST/Almeda TIRZ The OST/Almeda TIRZ is situated in proximity to the Texas Medical Center, UH, and TSU. In 2008, the City Council approved this TIRZ s fourth amended project plan. The plan was amended partly to maximize the economic impacts of the METRO Solutions program. The amendment enabled the TIRZ to expand its boundaries to incorporate the proposed METRO Southeast and University alignments contiguous to the northern end of the Third Ward Super Neighborhood, TSU, and UH. Projects include upgrades and improvements to public utility systems, public roadways, and thoroughfares; provisions for public art, lighting, landscaping, and environmental remediation; and business development and loss mitigation initiatives. The fourth amended plan provides examples of economic development initiatives that the TIRZ might undertake, including funding for business development and retention, business loss mitigation in cases where large public construction projects disrupt access to and operation of businesses, economic development grants to catalyze investments, and matching grants to provide leverage for other economic development funds (Fourth Amended Project Plan and Reinvestment Zone Financing Plan, OST/Almeda Corridors Zone, Tax Increment Reinvestment Zone Number Seven, City of Houston, March 2008). Other goals of the plan are to reinforce pedestrian-attractive developments along corridors within the TIRZ, including Almeda Road, Dowling Street, and Scott Street, and to redevelop and upgrade Emancipation Park, all of which are within the University Corridor. Property values have increased within this TIRZ since its inception, with the greatest increase having occurred west of Almeda Road. Typically, multi-story townhomes are replacing single-family units that occupied large lots. Commercial/retail development on Almeda Road, multi-family development near Hermann Park, improvements to Peggy Park near the prospective Almeda Station, design improvements at the intersection of gateway streets, a totem sculpture facing Almeda Road, and expansion of parking within the zone are some of the accomplishments of this TIRZ. Municipal Management Districts. Municipal management districts can be created either by a special act of the State Legislature or through petition to the Texas Commission on Environmental Quality (TCEQ). Property owners within these districts are authorized to assess and, in some instances, tax themselves, to fund specific improvements including those related to quality of life issues such as beautification, security, mobility, transit, traffic control, and marketing. Also, these districts can operate and maintain infrastructure through services such as landscape maintenance and street and sidewalk sweeping. Municipal management districts have the ability to provide long-term maintenance of improvements supporting TOD, such as sidewalks, crosswalks, transit stops, and public plazas (City of Houston website). Management districts are often established in conjunction with and to support a TIRZ. Municipal management districts in the study area are the Greater Sharpstown Management District, Harris County Improvement District No. 1 (Uptown), Harris County Improvement District No. 3 (Upper Kirby), Midtown Municipal Management District, Greater Southeast January

92 Chapter 3 University Corridor Management District, Greater East End Management District, and East Downtown Management District. Greater Sharpstown Management District This district assesses commercial property owners within its boundaries to provide services and improvements in the following areas: enhanced public safety; environmental and urban design; mobility and transportation; and business development. The district plans to expend $8.2 million over a ten year period to realize the plan, which covers an area that, on its northern end, is proximate to the Hillcroft Transit Center (Greater Sharpstown Management District Service and Improvement Plan, February 28, 2007). Harris County Improvement District No. 1 Budgetary priorities include maintenance and beautification, traffic control, marketing and communication, and an Uptown shuttle. Harris County Improvement District No. 3 This improvement district, also known as the Upper Kirby District, is located in a section of the study area that is experiencing rapid growth. It is immediately adjacent to Greenway Plaza on the west and the Montrose/Westmoreland user-defined neighborhood on the east. Kirby Drive, a busy major thoroughfare, is the major north-south artery; Richmond Avenue is the major eastwest artery. The plan for the district incorporates strategies for transforming Kirby Drive into a signature drive, with wider sidewalks, reduced lane width, signalized pedestrian mid-block crossings. This project, which will transform Richmond Avenue into a transit corridor, with widened sidewalks, continuous sidewalks that provide accessible routes from corner to corner, installation of pedestrian scaled specialty plantings at transit nodes, and locating transit nodes at each major intersection, is well underway (Upper Kirby District Urban Design Master Plan, Houston, Texas, July 2003). Midtown Municipal Management District In 2005, this management district adopted a ten-year service plan that focuses on marketing and perception enhancement, urban planning, services and maintenance, public safety, and district administration. Attracting more mixed-use development and more retail development, maintaining public improvements installed by the district, and providing a comprehensive public safety program are some of the objectives set forth in the plan. Programs designed to meet these and other objectives are described in the plan (Midtown Management District Service and Assessment Plan for Fiscal Years , Midtown TIRZ website). Greater Southeast Management District (GSMD) The district was created in Enhanced public safety, visual improvements and services, local mobility improvements, business and economic development services, marketing and perception enhancement, and district creation and administration are the major components of its service plan. Objectives include the provision of a comprehensive public safety program, removal of graffiti, facilitation of the implementation of user-friendly transit services, and improvement of transportation infrastructure. Activities to address these objectives include working closely with METRO, the City of Houston, and TxDOT to address transportation issues within the district (Greater Southeast Management District Updated and Ongoing Service and Improvement and Assessment Plan Through 2018). The LPA would incorporate much of GSMD s service area, including Main Street, Elgin Street, Alabama Street, Ennis Street, and Wheeler Street. Accordingly, GSMD has sponsored a Pedestrian/Transit Access Plan in compliance with Federal Transit Administrations (FTA) Livable Communities Initiative (LCI) guidelines. The plan contains recommendations for the use of funds from GSMD and other entities for sidewalks, curbs, lighting, landscaping, street amenities, and Americans with Disabilities Act (ADA) compliance (Pedestrian/Transit Access Plan, Greater Southeast Management District, May 2007). Greater East End Management District The eastern edge of the study area contains a small portion of this management district. Its ten-year service plan covers the period 3-10 January 2010

93 University Corridor Chapter and addresses security and public safety, marketing and perception enhancement, visual and infrastructure improvements and services, work force development, and district administration. Programs include a security patrol and other crime prevention measures, co-sponsorship of promotional events with area businesses, development of a master plan for infrastructure improvements, development and implementation of master plans for transportation and area circulation, warehouse/industrial areas, landscaping and streetscape improvements, district identity, parks, trails and green space, and integration of the referenced plans into existing regional, county and city planning efforts (Greater East End Management District 10-Year Service Plan for Anticipated Calendar Years , April 2004). East Downtown Management District A small portion of this district is within the study area. Its service plan covers fiscal years It addresses public safety, public spaces such as streetscapes, sidewalks, and other public venues, business development, and the creation of a master plan (East Downtown Management District Five-Year Service and Improvement Plan and Assessment Plan for Fiscal Years , undated). An amended plan, adopted in March 2008, adds cultural and public facilities as a project category that is eligible for TIRZ funding Community Planning Efforts Community-based organizations are engaged in planning efforts oriented primarily toward community revitalization. Following are examples of plans sponsored by these organizations. The Main Street Corridor Master Plan (August 2000) was sponsored by the Main Street Coalition, which is supported by the City of Houston, Harris County, METRO, and more than 75 stakeholder organizations, including the Midtown Management District, the Downtown Management District, and the Texas Medical Center. The plan identifies and presents revitalization strategies for seven districts along the Main Street corridor. Two of these, the Museum District and the Midtown District, are within the study area. Strategies focus on open space, parking, and transit. The Main Street Revitalization Project spawned the Museum District Walk Project and the Third Ward Connectivity Project. The Museum District Walk Project would have an impact on the Glassell School of Art and the Museum of Fine Arts in Houston, which are near the study area. This project addresses ways to improve linkages among transit stops and locations within the Museum District. Federal Highway Administration (FHWA) funds in the amount of $400,000 have been allocated for this purpose and are earmarked for improvements to Binz and Bissonnet Streets. The Third Ward to Main Street Connectivity Project was a collaborative effort among the Department of Planning and Development, H-GAC, and community stakeholder groups. The objective was to explore ways to link residents of the Third Ward community to the METRO Red Line via Elgin Street, Blodgett Street, and Holcombe Boulevard/Old Spanish Trail. Recommendations focus on streetscape improvements, lighting enhancements, sidewalk improvements, and gateway treatments at U.S. 59/SH 288. A strategic plan was completed in 2001 and contains recommendations for implementing the master plan. The Greater Third Ward Community Plan was sponsored by the non-profit Third Ward Redevelopment Council and completed in One of the recommendations of the plan is the development of a linear park at the site of right-of-way no longer used by the Houston Belt and Terminal Railroad. This project has been implemented as the Columbia Tap Trail, which is located east of Main Street, adjacent to the TSU Station. Other implemented recommendations include the creation of the OST/Almeda TIRZ, the January

94 Chapter 3 University Corridor construction of infill and senior housing, and the designation of major thoroughfares such as Almeda Road, Scott Street, and Dowling Street as commercial corridors. The Row House District Development Master Plan, which was published in 2003, addresses the 74-acre Row House District campus located in the Greater Third Ward neighborhood. The document includes proposals for entry gateways at Dowling and Holman Streets and at Dowling and Alabama Streets, streetscape promenades, gathering nodes, and new housing development. These streets are within the University Corridor. The Row House CDC is implementing the plan, in accordance with its mission to develop housing for low to moderate income residents, along with public space and facilities to preserve and protect the historic character of the Third Ward. The CDC has completed four new duplexes and Hannah House, sixteen new affordable units. The Greater East End Strategic Vision Project The Greater East End Management District and the Houston East End Chamber of Commerce sponsored the development of this plan, which represents a ten-year vision for the East End, a small portion of which lies within the study area. Community goals embodied within the plan focus on education, image, economic development, parks and open space, infrastructure, neighborhoods, and history. Economic development goals include a goal oriented to capitalizing on opportunities for mixed-use development and TOD in the East End. Infrastructure goals include advocacy for the development of an East End intermodal facility (The Greater East End Strategic Vision Project, Greater East End Management District and Houston East End Chamber of Commerce, undated). Zion s Village: A Master Plan In 1999, the City of Houston Department of Planning and Development collaborated with the Re-Ward Third Ward CDC to develop this plan. The plan s study area lies within the eastern section of the University Corridor study area. The plan proposes sidewalk and streetscape improvements and higher density development along Scott Street, commercial development along Scott Street, and infill housing on vacant lots. Infill housing and housing for seniors has been constructed as a result of this plan. Eastside Village Plan The City of Houston Department of Planning and Development collaborated with the Southeast Houston CDC to develop this plan, which identifies Scott Street as a good location for large scale commercial uses and higher density residential uses. Eastside Village is located in the Third Ward neighborhood, near the Tierwester and UH stations. Townhomes that are developed at a higher density than surrounding residential uses have been constructed as a result of this plan Existing Conditions and Future Projections The University Corridor is a vibrant and diverse geographical area. Public and institutional uses are the most frequently occurring land use (21 percent), reflecting the existence of several institutions of higher learning and numerous places of worship, community facilities and services, and schools. The institutional land uses in the University Corridor also include the Mexican Consulate. Single-family residential land use is the second most dominant type of land use in the study area; 18 percent of land uses fall in this category. Many of the residential neighborhoods in the University Corridor are deed restricted subdivisions, which do not allow non-residential uses within the areas that are restricted to residential uses. Multi-family residential development accounts for 16 percent of uses. Multi-family developments consist of apartment complexes that range in size from hundreds of units to three-unit dwellings. Reflected in the multi-family land use numbers is one of the city s 3-12 January 2010

95 University Corridor Chapter 3 largest public housing developments, as well as the large apartment developments found in the far western segment of the study area. Commercial/retail uses consume 12 percent of the land in the University Corridor. Commercial/retail uses are typically restaurants and fast food establishments, dry cleaners, food markets, drug stores, and service stations. These uses often occur in strip centers along major thoroughfares and freeway access roads, although neighborhood food markets and other convenience retail uses are found interspersed with residential uses in some nondeed restricted neighborhoods. Eleven percent of the land is devoted to transportation and utility uses. These uses frequently occur in the western portion of the University Corridor, where former railroad corridors and utility easements are situated along and in the vicinity of Westpark Drive, and where the Hillcroft Transit Center is located. These uses also occur with frequency in the far eastern portion of the University Corridor, where the Eastwood Transit Center and railroad rights-of-way are located. Light industrial uses that benefit from proximity to transportation and utility uses increase in frequency west of South Rice Avenue and in the vicinity of the Eastwood Transit Center in the far eastern portion of the University Corridor. These uses consume approximately seven percent of the land in the study area. Increasing residential densities are a striking trend in the University Corridor. Although single-family detached homes are still prevalent, this densification trend is occurring in virtually every residential neighborhood in the study area. New residential development consists primarily of densely developed attached townhomes and detached patio homes. Multi-family residential development is occurring in some neighborhoods, such as Montrose/Westmoreland and Greenway Plaza. Table 3-1 presents a numerical summary of land uses in the study area. (Numbers and percentages represent close approximations. Due to rounding, some percentage totals may not add up to 100). An attempt has been made to group similar geographic areas in order to provide a clear picture of sub-area trends (see Figure 3-1). Table 3-1 Existing Land Use University Corridor Total Land Use Category Acreage % of Total Single-Family Residential Multi-Family Residential Commercial/Retail Office Industrial Public and Institutional Transportation and Utilities Parks and Open Space 25 1 Undeveloped Agricultural Production 0 0 Open Water 0 0 Total 3, Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use. January

96 OLD KATY Calhoun to Eastwood Transit Center ENSEN Scott to Calhoun CALHOUN 59 MC KINNEY LEELAND SCOTT GRIGGS YELLOWSTONE JUTLAND CULLEN Almeda to Ennis HOUSTON 45 MC GOWEN WHEELER ENNIS Ennis to Scott BELLFORT Æ 288 ALMEDA MONTROSE Main to Almeda RICHMOND S. Shepherd to Main HOLMES SHEPHERD GREENBRIAR MAIN KIRBY Weslayan to S. Shepherd WESTHEIMER HEMPSTEAD 10 S. Rice to Weslayan WESLAYAN BISSONNET BELLAIRE NEWCASTLE 610 WESTPARK Hillcroft Transit Center to S. Rice SAGE RICE SAN FELIPE CHIMNEY ROCK BEINHORN FOUNTAIN VIEW LEGEND University Corridor LPA Public and Institutional Single-family Residential Transportation and Utilities Multi-family Residential Parks and Open Space Commercial/Retail Undeveloped Office Agricultural Production Industrial Open Water VOSS Figure 3-2: Existing Land Use METRO University Corridor HILLCROFT Miles I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June FONDREN BOB

97 University Corridor Chapter Hillcroft Transit Center to South Rice Avenue In this sub-area, multi-family development is the most prevalent land use. More than onethird of the land in the sub-area is devoted to multi-family uses, which are scattered throughout. There is a four-story, 223-unit apartment development on South Rice Avenue near its intersection with U.S. 59 and Rice Boulevard that is of recent construction. Figure 3-3 and Table 3-2 illustrate the land uses in this section of the study area. Transportation and utility uses consume 15 percent of the land. These uses include the Hillcroft Transit Center, utility easements, and right-of-way owned by METRO. Commercial/retail uses consume 15 percent of the land in this sub-area. Commercial/retail uses are typically service stations, restaurants, and automobile repair facilities. There is a big box retailer located at the intersection of South Rice Avenue and Westpark Drive. There are roughly 32 acres of undeveloped land. This represents six percent of land uses. Office uses, which comprise five percent of land uses, include one to four-story office buildings along Westpark Drive and the U.S. 59 South frontage road. Public and institutional uses include The Church in Houston and the City of Houston Westpark Recycling Center. Industrial uses consume 15 percent of the land. Light industry is typical; examples include warehouses and storage facilities. East of Hillcroft Avenue, along Westpark Drive, a series of low-lying warehouse structures has been converted to non-industrial uses in recent years. These uses are primarily commercial/retail and public/institutional. This section contains a portion of the Harwin Drive retail district, which features off-price retailers along Harwin Drive and fast food and family-style restaurants on Hillcroft Avenue. This district attracts large numbers of shoppers, especially on weekends. Single-family land uses occupy seven percent of the land in this sub-area. There is no dedicated park land, agricultural production, nor open water. Table 3-2 Existing Land Use Hillcroft Transit Center to South Rice Avenue Land Use Category Acreage % of Total Single-Family Residential 40 7 Multi-Family Residential Commercial/Retail Office 27 5 Industrial Public and Institutional 8 1 Transportation and Utilities Parks and Open Space 0 0 Undeveloped 32 6 Agricultural Production 0 0 Open Water 0 0 Total Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use. January

98 YORKTOWN 5TH BRIAR RIDGE NANTUCKET POTOMAC MARILEE WESTHEIMER ALABAMA BRIARGROVE WINSOME BERING FOUNTAIN VIEW FAIRDALE FRESHMEADOWS RICHMOND BEVERLY HILL SCHUMACHER STAR JUDALON PAGEWOOD WINDSWEPT 59 HILLCROFT ROYALTON WESTPARK HTC GLENMONT ALDER RENWICK WESTWARD HOOTON GULFTON RICE ASHBROOK CHIMNEY ROCK RAMPART SAVOY ROOKIN TARNEF ELM MAPLERIDGE ASHCROFT ATWELL MULLINS FERRIS HIGH STAR CHETWOOD LEGEND University Corridor LPA Single-family Residential Multi-family Residential Commercial Office Industrial Public and Institutional Transportation and Utilities Parks and Open Space Undeveloped Agricultural Production Open Water Figure 3-3: Existing Land Use - Hillcroft Transit Center (HTC) to S. Rice METRO University Corridor Miles I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009.

99 University Corridor Chapter South Rice Avenue to Weslayan Street Transportation and utilities are the dominant land uses in this sub-area. Approximately 160 acres of transportation and utility uses result in this sub-area having the highest percentage of such uses, at 34 percent of uses. A former railroad right-of-way and utility easements account for the land uses in this category. Multi-family residential development (12 percent of uses) occurs in large complexes (more than 50 units) behind the Loop Central office park on Newcastle Drive, between Westpark Drive and Wild Indigo Street, between Sage Road and IH-610, and on South Rice Avenue, north of Richmond Avenue. Commercial/retail uses (11 percent of uses) occur primarily along the IH-610 and U.S. 59 frontage roads. Undeveloped land accounts for 11 percent of land uses in this sub-area. A substantial parcel of land on Westpark Drive, between South Rice Avenue and Anderson Street was cleared in the Summer of 2008 and is now undeveloped. Other undeveloped parcels occur primarily north of Westpark Drive. Office development, nine percent of uses, is scattered throughout, with concentrations in the Loop Central office park, in the area abutting U.S. 59 between IH-610 and Newcastle Drive, in the area near the intersection of U.S. 59 and IH- 610, and on Westpark Drive, between Weslayan Street and Newcastle Drive. Single-family development comprises eight percent of land uses. Single-family uses are located primarily south of Westpark Drive on the eastern edge of the segment. There is also a small section of single-family homes north of U.S. 59. Light industry occurs on both the east and west sides of IH-610. Approximately nine percent of land is devoted to industrial development. There are no parks and open space uses within this segment. Danny Jackson Family Bark Park, which is located within METRO-owned right-of-way on Westpark Drive, is a temporary open space use in this sub-area. Table 3-3 and Figure 3-4 illustrate the land uses in this sub-area of the study area. Table 3-3 Existing Land Use South Rice Avenue to Weslayan Street Land Use Category Acreage % of Total Single-Family Residential 39 8 Multi-Family Residential Commercial/Retail Office 40 9 Industrial 40 9 Public and Institutional 27 6 Transportation and Utilities Parks and Open Space 0 0 Undeveloped Agricultural Production 0 0 Open Water 0 0 Total Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use. January

100 1ST WESTHEIMER KETTERING BANNING ALABAMA POST OAK MIDLANE MAIN COLQUITT VOSSDALE SAGE LAS PALMAS MARKHAM RICHMOND INGERSOLL MERWIN NORFOLK MC CUE 59 WILD INDIGO CHILDRESS PURDUE NEWCASTLE WESTPARK TERMINAL LOOP CENTRAL LAW ANDERSON GLENMONT IMPERIAL SAXON 610 GLENMONT LEHIGH BISSONNET WESLAYAN ROYALTON MAYFAIR OAKDALE PIN OAK TENNYSON MULBERRY GULFTON RICE WEDGEWOOD ELM LEGEND University Corridor LPA Single-family Residential Multi-family Residential Commercial/Retail Office Industrial Public and Institutional Transportation and Utilities Parks and Open Space Undeveloped Agricultural Production Open Water Figure 3-4: Existing Land Use - S. Rice to Weslayan METRO University Corridor Miles I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009.

101 University Corridor Chapter Weslayan Street to South Shepherd Drive Non-residential uses consume more than half of the land uses in this sub-area. Office uses and commercial/retail uses together account for 53 percent of land uses. Office uses consume 27 percent of the land. Office uses are typically low- and mid-rise office buildings (one to 12 stories) occurring mainly along the major thoroughfares. Commercial/retail uses, which account for 26 percent of land uses, typically occur in and around Greenway Plaza, a master planned mixed-use development. In this sub-area, there are strip shopping centers that take up most or all of an entire block. Examples are strip centers located at the southwest corner of Weslayan Street and Richmond Avenue and along the U. S. 59 South frontage road near Buffalo Speedway. In this rapidly-growing area, where higher than average real estate values prevail, a 24-acre mixed-use development has been constructed at the northeast corner of Richmond Avenue and Weslayan Street. This development, which is still leasing, includes a bank, a casual dining restaurant, a fitness center, a spa, and a big box retailer. A 500-plus unit apartment development is also part of this mixed use development. Construction of these apartments is nearly complete. Single-family residential uses consume 19 percent of the land in this sub-area. South of Westpark Drive, a portion of the Sunset Terrace/Montclair Addition user-defined neighborhood contains a concentration of single-family uses. North of Westpark Drive, concentrations of single-family uses are found in the Crawford user-defined neighborhood and the Oaklane Manor user-defined neighborhood. Multi-family residential uses consume 17 percent of the land. A number of multi-family developments that contain more than 25 units are located in the sub-area, including developments on Purdue Street, Westpark Drive, Cummins Street, and Buffalo Speedway. Public and institutional uses consume five percent of the land and include Avondale House (for autistic children), Memorial Hermann Sports Medicine and Rehabilitation, I Have a Dream Houston, American Red Cross, Girl Scouts San Jacinto Council, a post office branch, and several places of worship, the largest of which is Lakewood Church. Only two percent of the land in this sub-area is undeveloped and, only one percent of the land is devoted to parks and open space uses. Table 3-4 contains a detailed breakdown of land uses from Weslayan Street to South Shepherd Drive. Figure 3-5 illustrates land uses in this section of the study area. January

102 PIPING ROCK FAIRVIEW RIVER OAKS CLAREMONT WILLOWICK REBA WESTHEIMER WICKERSHAM LOCKE REVERE SHEPHERD ARGONNE FERNDALE KIPLING EASTSIDE STEELE EDLOE ALABAMA TIMMONS BRANARD VIRGINIA WESLAYAN AUDLEY MAIN COLQUITT LA SALLE CUMMINS LAS PALMAS RICHMOND EDLOE DREXEL NORFOLK WAKEFOREST 59 WESTPARK KIRBY NORTH BARTLETT PURDUE SOUTH LAW CHILDRESS WESTERMAN ALBANS WROXTON ALBANS SUNSET BISSONNET BUFFALO SPEEDWAY MORNINGSIDE BELMONT GREENBRIAR FAIRMONT NOTTINGHAM ROBINHOOD QUENBY KELVIN RUTGERS ARNOLD LAFAYETTE GEORGETOWN LEGEND University Corridor LPA Single-family Residential Multi-family Residential Commercial/Retail Office Industrial Public and Institutional Transportation and Utilities Parks and Open Space Undeveloped Agricultural Production Open Water Figure 3-5: Existing Land Use - Weslayan to S. Shepherd METRO University Corridor Miles I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009.

103 University Corridor Chapter 3 Table 3-4 Existing Land Use Weslayan Street to South Shepherd Drive Land Use Category Acreage % of Total Single-Family Residential Multi-Family Residential Commercial/Retail Office Industrial 4 1 Public and Institutional 30 5 Transportation and Utilities 5 1 Parks and Open Space 6 1 Undeveloped 13 2 Agricultural Production 0 0 Open Water 0 0 Total Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use South Shepherd Drive to Main Street This segment of the University Corridor is primarily residential in nature. As shown in Table 3-5 and Figure 3-6, single-family residential land uses are dominant, consuming 41 percent of the land. Multi-family residential uses comprise 22 percent of land uses. There are large (more than 25 units) multi-family developments on South Shepherd Drive and West Alabama Street, along with numerous small (less than eight units) and mid-size (eight to 25 units) multi-family developments on local streets. Many single-family units have garage apartments at the rear of the lot. Table 3-5 Existing Land Use South Shepherd Drive to Main Street Land Use Category Acreage % of Total Single-Family Residential Multi-Family Residential Commercial/Retail Office 17 5 Industrial 3 1 Public and Institutional Transportation and Utilities 9 2 Parks and Open Space 3 1 Undeveloped 11 3 Agricultural Production 0 0 Open Water 0 0 Total Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use. January

104 WAUGH HOPKINS WELCH ELMEN CROCKER WINDSOR KINGSTON HULDY PARK FAIRVIEW MISSOURI WESTHEIMER ELGIN TUAM ROSELAND MISSOURI LOVETT HAWTHORNE HAROLD STANFORD WOODHEAD KIPLING MULBERRY GARROTT YOAKUM DUNLAVY YUPON MARSHALL ALABAMA MONTROSE JACK BRANARD MAIN 527 CLEBURNE GREELEY ISABELLA LORETTO COLQUITT RICHMOND PORTSMOUTH BONNIE BRAE WHEELER NORFOLK LEXINGTON CASTLE BLODGETT 59 BANKS MANDELL NORTH MILFORD MAIN SAN JACINTO CAROLINE SHEPHERD SOUTHMORE SOUTH BISSONNET GREENBRIAR INSTITUTE DORA CHEROKEE WROXTON WILTON SUNSET ASHBY REMINGTON FANNIN HERMANN LA BRANCH CRAWFORD EWING CHARTRES LEGEND University Corridor LPA Single-family Residential Multi-family Residential Commercial/Retail Office Industrial Public and Institutional Transportation and Utilities Parks and Open Space Undeveloped Agricultural Production Open Water Figure 3-6: Existing Land Use - S. Shepherd to Main METRO University Corridor Miles I Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009.

105 University Corridor Chapter 3 Public and institutional uses comprise 14 percent of land uses and include the High School for the Performing and Visual Arts, the University of St. Thomas, a branch of the U.S. Postal Service, places of worship, and the Menil Collection campus, which consists of a collection of arts and performance spaces. Office uses account for only five percent of land uses. Office buildings are small scaled; on interior streets, conversions from residential uses are fairly common. Parks and open space and industrial uses each account for one percent of land uses. There is no land devoted to agricultural production or open water Main Street to Almeda Road There is a diverse mix of land uses in this sub-area. The three largest uses are single-family residential, commercial/retail, and undeveloped land. Single-family residential uses account for 31 percent of uses. This segment of the study area is increasing in density, as townhomes replace large pre-war single-family detached homes. Multi-family developments ranging in size from three units to more than 25 units are dispersed throughout and consume approximately 12 acres, or 12 percent of the land in the sub-area. Commercial/retail uses, which account for 24 percent of the land uses in this sub-area, are concentrated primarily on Main Street and include a Sears department store, a grocery store that is part of a local chain, and convenience retail uses such as donut shops and fast food restaurants. Undeveloped land is dispersed throughout and accounts for 13 percent of the land. The largest parcel is owned by METRO. Public and institutional uses include MacGregor Elementary School, the Mexican Consulate, HCC-Central College, and a branch of the U.S. Postal Service. Table 3-6 and Figure 3-7 illustrate land uses in this section of the study area. Table 3-6 Existing Land Use Main Street to Almeda Road Land Use Category Acreage % of Total Single-Family Residential Multi-Family Residential Commercial/Retail Office 5 5 Industrial 2 2 Public and Institutional 8 8 Transportation and Utilities 1 1 Parks and Open Space 3 3 Undeveloped Agricultural Production 0 0 Open Water 0 0 Total Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use. January

106 AUDUBON STUART FRANCIS STANFORD ALABAMA MILAM BERRY CAROLINE ELGIN SUL ROSS HOLMAN JACK MAIN 527 TRUXILLO WINBERN COLQUITT RICHMOND FANNIN ISABELLA TRAVIS MAIN BLODGETT EAGLE ROSEWOOD RUTH CRAWFORD 59 BARBEE WHEELER CHENEVERT CHARTRES ST EMANUEL HUTCHINS SAN JACINTO CAROLINE ROSEDALE LA BRANCH JACKSON ALMEDA WENTWORTH Æ 288 RUTH DOWLING CLEBURNE AUSTIN OAKDALE SOUTHMORE PALM LIVE OAK University Corridor LPA Single-family Residential Multi-family Residential Commercial/Retail Office Industrial LEGEND Public and Institutional Transportation and Utilities Parks and Open Space Undeveloped Agricultural Production Open Water Figure 3-7: Existing Land Use - Main to Almeda METRO University Corridor PAIGE Miles Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June I

107 University Corridor Chapter Almeda Road to Ennis Street Single-family residential uses predominate in this sub-area; more than half (54 percent) of land is devoted to this use (see Table 3-7 and Figure 3-8). West of SH 288, these uses are found in the portion of the Binz user-defined neighborhood that is within the sub-area. East of SH 288, these uses are located in the deed-restricted Washington Terrace/Riverside Terrace neighborhood and in the Third Ward user-defined neighborhood. A substantial proportion of the land is consumed by public/institutional uses (17 percent). Peggy Park, Our Park, Blackshear Elementary School, the Contemporary Learning Center (middle school and high school), SHAPE Community Center, the Third Ward Multi-Service Center, and numerous places of worship are among the uses that are classified as public and institutional. Undeveloped land is interspersed throughout and typically is in the form of small vacant lots, although sizable parcels are located on the SH 288 frontage road at Cleburne Street and on Live Oak Street and Alabama Street. Undeveloped land represents approximately 11 percent of the total land in the sub-area. Table 3-7 Existing Land Use Almeda Road to Ennis Street Land Use Category Acreage % of Total Single-Family Residential Multi-Family Residential 12 6 Commercial/Retail 14 7 Office 2 1 Industrial 2 1 Public and Institutional Transportation and Utilities <1 <1 Parks and Open Space 4 2 Undeveloped Agricultural Production 0 0 Open Water 0 0 Total Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use Ennis Street to Scott Street As shown on Figure 3-9 and Table 3-8, the most prevalent land uses in this portion of the study area are public and institutional uses (36 percent of uses) and single-family residential development (27 percent of uses). The state-supported TSU, along with Cuney Homes, a public housing development that covers several blocks, are located in this segment, as are a number of places of worship, Lonnie Smith Branch Library, and Jack Yates High School. This sub-area of the study area has high redevelopment potential. There are approximately 30 acres of undeveloped land and non-profit and for-profit developers are active in the construction of new housing units. Commercial/retail uses, which consume five percent of the land, include fast food and family-style restaurants and small neighborhood convenience food markets. These uses are dispersed throughout the sub-area. Land devoted to transportation and utilities uses accounts for four percent of land in the sub-area. Included in this category of land use is a portion of the Columbia Tap Trail, which spans the sub-area near its eastern edge. January

108 RUTH EAGLE SAN JACINTO AUSTIN CRAWFORD TUAM MC GOWEN WINBERN CHENEVERT ELGIN NAGLE 59 ALMEDA CLEBURNE ST EMANUEL HUTCHINS ALABAMA ST CHARLES HOLMAN ROSALIE PAIGE CHARTRES ISABELLA BASTROP TRUXILLO PALMER BLODGETT BARBEE Æ 288 DOWLING LIVE OAK ROSEWOOD WHEELER CUNEY ROSEDALE DELANO ENNIS PROSPECT University Corridor LPA Single-family Residential Multi-family Residential Commercial/Retail Office Industrial LEGEND Public and Institutional Transportation and Utilities Parks and Open Space Undeveloped Agricultural Production Open Water Figure 3-8: Existing Land Use - Almeda to Ennis METRO University Corridor Miles Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June I

109 MC GOWEN HUTCHINS DOWLING PAIGE TUAM NAPOLEON NAGLE ENNIS VELASCO BEULAH ELGIN SAMPSON CANFIELD LUCINDA CALLIE TRUXILLO ALABAMA SAUER BURKETT SIMMONS DELANO HOLMAN WINBERN REEVES CLEBURNE CUNEY ADAIR SAMPSON BLODGETT TIERWESTER RUTH ATTUCKS ROSEWOOD SCOTT WHEELER CULLEN WICHITA SAUER WENTWORTH CANFIELD PALM ARBOR LEGEND University Corridor LPA Single-family Residential Multi-family Residential Commercial/Retail Office Industrial Public and Institutional Transportation and Utilities Parks and Open Space Undeveloped Agricultural Production Open Water Figure 3-9: Existing Land Use - Ennis to Scott METRO University Corridor Miles Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June I

110 Chapter 3 University Corridor There is no land devoted to parks and open spaces, agricultural production, or open water. Office and industrial uses consume less than one percent of land in this sub-area. Table 3-8 Existing Land Use Ennis Street to Scott Street Land Use Category Acreage % of Total Single-Family Residential Multi-Family Residential Commercial/Retail 13 5 Office <1 <1 Industrial 1 <1 Public and Institutional Transportation and Utilities 9 4 Parks and Open Space 0 0 Undeveloped Agricultural Production 0 0 Open Water 0 0 Total Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use Scott Street to Calhoun Road The largest portion of the UH-Main Campus within the University Corridor is located in this sub-area. Due to the presence of UH, public and institutional uses dominate. These uses comprise 88 percent of land uses and consume approximately 390 acres of land (see Table 3-9 and Figure 3-10). Single-family residential uses comprise only seven percent of uses. There is no land devoted to office uses, parks and open space, open water, or agriculture in this sub-area and very little multi-family or commercial/retail development. However, the university has campus housing in this section; this housing is categorized as public and institutional. Undeveloped land accounts for only two percent of the land uses and transportation and utilities uses account for only one percent of land uses. Table 3-9 Existing Land Use Scott Street to Calhoun Road Land Use Category Acreage % of Total Single-Family Residential 30 7 Multi-Family Residential 4 1 Commercial/Retail 5 1 Office 0 0 Industrial 6 1 Public and Institutional Transportation and Utilities 3 1 Parks and Open Space 0 0 Undeveloped 7 2 Agricultural Production 0 0 Open Water 0 0 Total Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use January 2010

111 BLODGETT BREMOND JEFFERSON BELL BEULAH MCGOWEN TUAM ROSALIE NAPOLEON LUCINDA BREMOND MILBY CALLIE DREW 45 HARBY LOCKWOOD ERNESTINE VELASCO ELGIN SIMMONS ANITA DUMBLE TIERWESTER HOLMAN GULFCREST SAMPSON ALABAMA CANFIELD CLEBURNE SCOTT CALHOUN RUTH WHEELER VARSITY ARBOR CULLEN MACGREGOR University Corridor LPA Single-family Residential Multi-family Residential Commercial/Retail Office Industrial LEGEND Public and Institutional Transportation and Utilities Parks and Open Space Undeveloped Agricultural Production Open Water Figure 3-10: Existing Land Use - Scott to Calhoun METRO University Corridor Miles Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June I

112 Chapter 3 University Corridor Calhoun Road to Eastwood Transit Center As shown on Table 3-10 and Figure 3-11, transportation and utilities and industrial uses consume about the same proportion of land in this sub-area, 35 percent and 34 percent, respectively. Among the stub-areas, this sub-area contains the highest percentage of industrial uses, consisting mainly of warehouse facilities. These uses take advantage of proximate railroad rights-of-way. In addition to railroad rights-of-way, transportation and utilities uses include the Eastwood Transit Center. Table 3-10 Existing Land Use Calhoun Road to Eastwood Transit Center Land Use Category Acreage % of Total Single-Family Residential 6 3 Multi-Family Residential 1 1 Commercial/Retail 3 2 Office 6 3 Industrial Public and Institutional Transportation and Utilities Parks and Open Space 9 5 Undeveloped 6 3 Agricultural Production 0 0 Open Water 0 0 Total Source: Harris County Appraisal District, 2009; COHGIS System Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June 2009 Note: For the purposes of this analysis, parking is categorized with its associated use. Public and institutional uses include the portions of the UH-Main Campus and Austin High School that are within the study area, along with a new Planned Parenthood facility. Diez Street Park is a parks and open space use located in this segment. Single-family residences are located in the portion of the Eastwood neighborhood that is within the study area. Lastly, undeveloped parcels, comprising three percent of uses, typically occur in the form of 5,000 square foot lots in single-family and mixed-use sections of this sub-area Activity Centers Major activity centers are Uptown/Galleria, Greenway Plaza, UH-Main Campus, HCC- Central College, University of St. Thomas, and TSU. Uptown/Galleria, Greenway Plaza, and HCC-Central College are west of Main Street. TSU and UH are east of Main Street. Only a small portion of Uptown/Galleria is in the study area. This bustling activity center has 23 million square feet of office space, comparable to downtown Pittsburgh (Preliminary Project Plan and Reinvestment Zone Financing Plan, Uptown Houston District, June 1999). Uptown/Galleria is the pre-eminent retail destination in the city. The Galleria Mall, a multilevel enclosed mall with a skating rink and numerous other commercial/retail centers; is located in this activity center. The Galleria Mall serves not only residents of the region, but also attracts shoppers from around the world. Additional retail centers, hotels, and numerous restaurants have located in the vicinity of this mall. In the last five years, highdensity residential development in the form of high-rise apartment buildings and condominiums has proliferated. Projections for the area are for continued growth, as new commercial/retail and high density residential developments are planned for construction. Uptown/Galleria employs over 140,000 people January 2010

113 MC ILHENNY GULFCREST SCOTT MILLER MILBY SIDNEY LEELAND BELL HADLEY COYLE HAUSER GUSTAV HARBY JEFFERSON ELLISTON ELLIOTT MILBY CALLIE DENNIS LOCKWOOD DIEZ MABLE FOURCADE ERNESTINE DREW BEULAH TUAM ETC DUMBLE MUNGER BROADMOOR SCHARPE TELEPHONE LOMBARDY ELGIN HOLMAN CANADA DRY 45 JEAN CULLEN CALHOUN SCHLUMBERGER University Corridor LPA Single-family Residential Multi-family Residential Commercial/Retail Office Industrial LEGEND Public and Institutional Transportation and Utilities Parks and Open Space Undeveloped Agricultural Production Open Water Figure 3-11: Existing Land Use Calhoun to Eastwood Transit Center (ETC) METRO University Corridor Miles Source: Harris County Appraisal District, 2009; City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, May 2008 and June I

114 Chapter 3 University Corridor Greenway Plaza, a high density master-planned mixed-use development, is a major employment center and major generator and attractor of trips in the region. This unique development covers more than 60 acres and lies between U.S. 59 South and IH-610 West, three miles from Uptown/Galleria and five miles from Downtown Houston. Greenway Plaza contains a hotel, ten office towers, several banks, a movie theater, restaurants, and high density residential developments, along with the 300,000-plus-square foot, 16,000 seat Lakewood Church, which draws worshippers from all over the region. Its multiple office towers face Richmond Avenue and U.S. 59 South. Most of the buildings that comprise the Greenway Plaza campus proper are connected by a tunnel system, bridges, and covered walkways. Attracted by a large workforce of over 55,000 employees and good access, several hotels, a corporate lodging facility, high-rise apartments and condominiums, and commercial/retail centers have located near the Greenway Plaza campus. Originally developed in the 1970s, Greenway Plaza is still growing. Recent activity includes a 271-unit luxury apartment development, a retail center that faces U.S. 59, and two apartment developments at Buffalo Speedway and Richmond Avenue. Other major centers of activity are the post-secondary institutions located in the study area. They employ substantial numbers of people, attract numerous students, and provide oncampus retail and support services and amenities. The largest of these institutions, in terms of enrollment, is the HCCS which has a total enrollment of 55,000 students. The HCC- Central College has an enrollment of 14,970 students and employs 3,519 individuals. The college does not own any dormitories; all of the students commute to the campus. The campus sits on 16.5 acres of land in Midtown. HCCS also has a campus in the western section of the University Corridor, the HCC Southwest -South Loop Center campus. University of St. Thomas is a small private university located in the Montrose neighborhood. Its 25-acre campus is situated in proximity to two busy thoroughfares Richmond Avenue and Montrose Boulevard. The buildings and grounds constitute an enclave proximate to Downtown, the Museum District, and the Texas Medical Center. Out of an enrollment of 3,600 students, 2,705 students are commuters. The university employs 610 individuals. A chapel designed by the renowned architect Philip Johnson is situated on the campus and receives visitors from all over the world. Nearby facilities also include a park and the highlyvisited Rothko Chapel, which is part of the Menil Collection campus. UH-Main Campus is the largest of the five campuses comprising over 560 acres. Like TSU and University of St. Thomas, UH is primarily a commuter campus with 30,200 of its 34,300 students commuting to the campus (telephone interview with Juanita Jackson, Assistant to the Vice-President for Student Affairs, March 9, 2007). UH employs 5,790 individuals. The campus houses Hobby Center, Hofheinz Pavilion, Moores Opera House and School of Music, Blaffer Gallery, and ball fields, all of which host events that attract students, faculty, and other residents of the Houston region to the campus in large numbers. Also, the UHowned Robertson Stadium is the home field of the Major League Soccer team, the Houston Dynamos, which attracts fans region-wide. Several blocks from UH is TSU, covering 150 acres. Out of an enrollment of over 11,200 students; most of the students are commuters, though the exact number is not available. There are 1,240 individuals employed by the university. The TSU campus is the site of the University Museum, which is dedicated to African-American art. Moreover, the university hosts a number of other cultural and athletic events. The campus enjoys convenient access to Downtown, the Texas Medical Center, and the Museum District January 2010

115 University Corridor Chapter Employment Numerous entities within the study area employ 50 persons or more. The majority of these entities are located in and around Greenway Plaza in the western segment of the University Corridor. UH is the largest employer in the eastern segment. TSU is also a large employer in the eastern segment. Table 3-11 depicts the major employers in the University Corridor. Figure 1-21 in Chapter 1 illustrates the geographic pattern of employment in the study area. Table 3-11 Major Employers in the University Corridor Company Address Employees UH-Main Campus 212 E. Cullen Boulevard 5,790 Tenet Houston Health System 4140 Southwest Freeway 4,677 HCC-Central College 1300 Holman Street 3,519 TSU 3100 Cleburne Street 1,240 Occidental Oil & Gas Corporation 5 Greenway Plaza 1,200 Washington Mutual Bank 3200 Southwest Freeway, 13th Floor 1,900 Solvay America 3333 Richmond Avenue 1,100 Velocity Express 11 Greenway Plaza, Suite 250 1,000 WorleyParsons 5 Greenway Plaza 945 Castle Dental Centers 3701 Kirby Drive 860 Industrial Security Services Corporation 3801 Kirby Drive 750 University of St. Thomas 3800 Montrose Boulevard 610 Maxim Healthcare Services 3120 Southwest Freeway, Suite River Oaks Imaging 3000 Richmond Avenue 500 Everyones Internet 2600 Southwest Freeway, Suite HISD At 10 schools within the corridor * 393 Camden Property Trust 3 Greenway Plaza 350 AllCare Maintenance 2990 Richmond Avenue 350 Transocean Inc. 4 Greenway Plaza 300 Encore Bank 9 Greenway Plaza 300 Flagship Management Corporation 1 Greenway Plaza, Suite Gexa Energy 20 Greenway Plaza, Suite UH-Texas Center for Superconductivity 3201 Cullen Boulevard 250 Aetna 3800 Greenway Plaza 250 Institute of Hispanic Culture 3315 Sul Ross Street 250 Berwanger Inc Southwest Freeway 200 Frosch International Travel 1 Greenway Plaza 200 Occidental Permian 5 East Greenway Plaza 200 Direct Energy 12 Greenway Plaza 200 Rimkus Consulting Group 8 Greenway Plaza 200 Champion Technologies 3200 Southwest Freeway, Suite Frosch International Travel, Inc 1 Greenway Plaza, Suite H-GAC 3555 Timmons Lane, Suite Merrill Lynch Commodities 20 Greenway Plaza, Suite Pogo Producing Company 5 Greenway Plaza, Suite UH-Law Center 212 E. Cullen Boulevard 150 Vallone Restaurant Group 11 Greenway Plaza 150 T-Mobile 2 Greenway Plaza 150 January

116 Chapter 3 University Corridor Table 3-11 (continued) Major Employers in the University Corridor Company Address Employees Holiday Inn Select Near Greenway Plaza 2 Greenway Plaza 150 Idea Integration 2712 Southwest Freeway 149 Walter P. Moore 3131 Eastside Street, 2nd Floor 142 W&T Offshore, Inc. 8 E. Greenway Plaza, Suite Renaissance Houston Hotel 6 Greenway Plaza East 130 FKP Architects, Inc. 8 Greenway Plaza, Suite Nurses Night & Day Inc Austin Street 120 Coats, Rose, Yale, Ryman & Lee, P.C. 3 Greenway Plaza 115 Gulf South Pipeline Company 20 Greenway Plaza 100 W & T Offshore, Inc. 8 E. Greenway Plaza 99 Greystar Management 3411 Richmond Avenue, Suite Stallion Oil Field Services 3203 Audley Street 90 Northwest/KLM Airlines 8 Greenway Plaza, Suite Richard, Wayne & Roberts 24 Greenway Plaza, Suite First HomeCare-Houston 3336 Richmond Avenue 88 PBK Architects 11 Greenway Plaza, Suite CBS Radio KILT AM/FM & KIKK AM/FM 24 Greenway Plaza, Suite Radio Stations The Company Kitchen 2505 Fannin Street 84 Massachusetts Mutual Life Insurance 3700 Buffalo Speedway 80 Company Minolta Business Systems 2 Greenway Plaza 75 ESCAPE Family Resource Center 3210 Eastside Street 75 Charlie Thomas Mitsubishi 3100 Edloe Street, Suite Total Premier Services 2211 Norfolk Street, Suite Summit Medical Group 4126 Southwest Freeway 75 Cardiovascular Care Providers 2 Greenway Plaza 70 Kastle Systems of Texas 3121 Richmond Avenue 70 Houston Association of Realtors 3693 Southwest Freeway 65 Collaborative for Children 3800 Buffalo Speedway 65 Allison Spear.com Realtors 3200 Kirby Drive, Suite Houston Association of Realtors 3693 Southwest Freeway 65 Perficient 2401 Portsmouth Street, Suite FuelQuest One Greenway Plaza 64 Mahan Volkswagen, Inc Richmond Avenue 60 Greystar 3411 Richmond Avenue, Suite Precision Graphics 2311 Dunlavy Street, Suite Phillips & Akers 3200 Southwest Freeway 60 IPath Solutions 2401 Portsmouth Street 60 Travel Tech 3646 Greenbriar Drive 58 River Oaks Surgical Center 4120 Southwest Freeway 53 Avondale House 3611 Cummins Street 53 VCI Group Inc Richmond Avenue 50 AHI-HealthLink 2 Greenway Plaza 50 Weinstein Spira & Company 3 Greenway Plaza 50 Hercules Offshore 11 Greenway Plaza 50 Mission Constructors 3818 Buffalo Speedway 50 Decision Information Resources 2600 Southwest Freeway, Suite January 2010

117 University Corridor Chapter 3 Table 3-11 (continued) Major Employers in the University Corridor Company Address Employees Carlton Staffing 24 Greenway Plaza, Suite Global Healthcare Alliance 2 Greenway Plaza, Suite Innovative Nursing Systems 2600 Southwest Freeway, Suite Null-Lairson 11 Greenway Plaza, Suite Pacific Southwest Bank 1010 Richmond Avenue 50 Sun Microsystems 3 Greenway Plaza, Suite Weinstein Spira & Company 3 Greenway Plaza, Suite Source: Greater Houston Partnership, HCCS, Houston Independent School District and School Profiles Note: In some instances, the figure cited may be for the entire organization, not just the location within the study area * Data not available for two HISD schools Construction Trends Building permit data for 2003 through May 2007 provide a good indicator of construction trends in the University Corridor. Table 3-12 provides data pertained to building permits issued during this time period and Figure 3-12 shows the geographic distribution of permits issued. Table 3-12 Building Permits 2003 through May 2007 Section of the Study Area Number of Permits Issued % of Number of Permits Value of Permits % of Value of Permits Square Feet Total Permits New Construction Square Feet Segment I Hillcroft Transit Center to Weslayan Street Hillcroft Transit Center $7,465, ,986 78, to South Rice Avenue South Rice Avenue to $79,466, , , Weslayan Street Subtotal $86,932, , , Segment II Weslayan Street to Main Street Weslayan Street to $251,459, ,425,791 1,052, South Shepherd Drive South Shepherd Drive $62,490, , , to Main Street Subtotal 1, $313,949, ,831,915 1,350, Segment III Main Street to Eastwood Transit Center Main Street to Almeda $30,174, , , Road Almeda Road to Ennis $26,923, , , Street Ennis Street to Scott $7,991, ,904 20, Street Scott Street to Calhoun $6,211, ,767 61, Road $12,612, ,592 10, Calhoun Road to Eastwood Transit Center % New Construction Square Feet Subtotal $83,913, , , Total 2, $484,795, ,049,402 2,239, Source: City of Houston Department of Public Works, February 2006 and January 2007; and Roberta F. Burroughs & Associates, August 2008 and April 2009 January

118 OLD KATY WACO MARTIN LUTHER KING CLINTON UV 288 HOUSTON COMMERCE PRESTON BAGBY CANAL LOUISIANA YORK POLK DOWLING CRAWFORD MC KINNEY LEELAND MC GOWEN ELGIN CULLEN DREW ENNIS WHEELER CALHOUN SCOTT MACGREGOR GRIGGS CULLEN YELLOWSTONE HOLMES KIRBY FANNIN MAIN ALMEDA W. GRAY DALLAS BINZ MONTROSE WAUGH DUNLAVY OLD SPANISH TRAIL SHEPHERD GREENBRIAR WASHINGTON BUFFALO SPEEDWAY UNIVERSITY SAN FELIPE ALABAMA WESLAYAN STELLA LINK BELLAIRE WESTHEIMER NEWCASTLE RICHMOND BEECHNUT BISSONNET SAGE GULFTON WHITE OAK STUDEMONT CAMBRIDGE INWOOD BELLFORT MEMORIAL POST OAK S. RICE CHIMNEY ROCK BINGLE LEGEND University Corridor LPA Building Permit FOUNTAIN VIEW VOSS RENWICK Figure 3-12: Building Permit Activity 2003-May 2007 METRO University Corridor HILLCROFT Miles I Source: City of Houston GIS Release 13.1, September 2007; City of Houston Department of Public Works, February 2006 and June 2007; Roberta F. Burroughs & Associates, August, 2008 and April WOODWAY

119 University Corridor Chapter 3 As Table 3-12 illustrates, the trend is one of dynamic growth. Almost $485 million worth of building permits were issued from 2003 through May 2007, representing more than two million square feet of new construction. The area between Weslayan Street and South Shepherd Drive, where Greenway Plaza is located, has experienced the highest level of growth in terms of cumulative permit values. New high density residential development and new commercial/retail development, along with redevelopment of older structures and reinvestment in the form of remodeling and structural additions, is proceeding at a steady pace. Examples of the new development that has occurred in this geographic area since 2007 include: 230-unit apartment development on Richmond Avenue, east of Kirby Drive. 271-unit apartment development on Cummins Street near the Cummins and Edloe stations. 289-unit apartment development on Richmond Avenue near the Cummins and Edloe stations. 296-unit apartment development on Richmond Avenue near the Cummins and Edloe stations. 144-unit apartment development on Revere near the Kirby Station. 40,000 square foot retail center on the south side of U.S. 59 near Kirby Drive 203,000 square foot mixed use facility at northeast intersection of Richmond Avenue and Weslayan Street, near Cummins and Edloe stations. Also in this sub-area, there is a 550-unit apartment development that is nearing completion. This development is part of the 203,000 mixed use project described above. New townhomes are also part of the dynamic growth trend in this area. The South Rice Avenue to Weslayan Street sub-area is experiencing the second highest level of growth. New construction activity includes a 390-unit apartment development completed in 2008, a low rise office building completed in 2003, and townhome development. The area between South Shepherd Drive and Main Street also experienced high growth and is increasing in residential density. Townhomes are replacing single-family homes in many instances, and in 2008, a 236-unit apartment development was completed at the southwest corner of Richmond Avenue and Dunlavy Street. In 2007 an office tower was completed on Colquitt Street near the 4200 block of Montrose Boulevard. The sub-area from Main Street to Almeda Road has experienced substantial new townhome development. Also experiencing dynamic residential growth is the South Shepherd Drive to Main Street area. From Almeda Road to Ennis Street most of the new construction is residential in nature. New development between Ennis Street and Scott Street is also typically new townhome development. The Southeast Houston CDC has sponsored two townhome developments in this area since In the sub-area between Calhoun Road and the Eastwood Transit Center, improvements to Austin High School account for the majority of the permit value. There is very little new residential construction in this part of the University Corridor. The universities within the corridor are contributing to the healthy growth trend. As mentioned previously, all of the universities have added new buildings to their campuses since 2003; most are making plans for additional buildings. January

120 Chapter 3 University Corridor A mixed-use development is under construction on Kirby Drive between Kipling Street and Westheimer Road, which is just outside the one-quarter mile buffer of the University Corridor. Called Gables West Avenue, it contains 390 units of rental housing and 175,000 square feet of commercial/retail space. The development includes four our new restaurants and a bar. Commercial/retail growth in the area between Main Street and the Eastwood Transit Center is lagging behind other sections of the University Corridor. However, signs of change include plans announced by UH to develop retail uses on Scott Street, along with fairly recent commercial/retail development on Scott Street Long-Term Effects Projected long-term effects on land use and socio-economic conditions are discussed in this section. This discussion takes place within the context of anticipated high levels of population and employment growth in the region and continued high levels of growth within the study area (see Section 1.5) Regional Land Use Potential regional land use effects stemming from the No Build Alternative, the TSM/Baseline Alternative, and the Build Alternatives are discussed in this section. No Build Alternative. The current pace of regional growth and development is likely to continue under the No Build Alternative. LPA. The LPA is not likely to generate new regional growth, nor is it likely to substantially change land use and development patterns at a regional scale. However, the LPA, when considered in the context of the overall METRO Solutions program, could play an important role in providing regional transportation choices and in improving regional quality of life, community image, and overall mobility. The extent to which the LPA results in a redistribution of projected regional growth would depend on favorable market conditions and supportive public policies. TSM/Baseline Alternative. As is true of the No Build Alternative, the TSM/Baseline is likely to have a minimal affect on growth in the region. Other Build Alternatives Considered. The other Build Alternatives considered would have the same affects on regional land use and development as the LPA Consistency with Local Plans No Build Alternative. The No Build Alternative represents no change and would not be as supportive of plans by local government, quasi-governmental organizations, and community organizations as the other alternatives. LPA. The LPA would result in a substantial public investment in the University Corridor study area. This investment represents the potential leveraging of other long-term public investments. The LPA is consistent with the plans of governmental and quasi-governmental entities and community organizations. Examples are as follows: The H-GAC has incorporated METRO Solutions into its 2035 RTP. The City of Houston s new urban corridor ordinance changes how the City regulates development and designs its streets and other infrastructure in order to create a high 3-38 January 2010

121 University Corridor Chapter 3 quality urban environment in areas along METRO's light rail corridors, including the University Corridor. The Houston Planning Commission has adopted a general plan template that focuses on mobility as one of two initial emphases. The City of Houston Department of Housing and Community Development s annual Consolidated Plan budgets funds for housing, small business development, and infrastructure improvements for Community Development Areas, two of which (Montrose and Third Ward) are in the University Corridor study area. This creates the potential for housing partnerships, small business assistance for businesses affected by LRT construction, and Community Development Block Group (CDBG)-funded infrastructure improvements. The City of Houston s has identified tax delinquent properties in the Third Ward neighborhood where new affordable in-fill housing, including housing for persons displaced by University Corridor LRT alignment construction, can be built. The H-GAC is using Congestion Mitigation and Air Quality (CMAQ) funds to implement recommendations contained in its bicycle study for the Third Ward neighborhood. These funds will be used for streetscape improvements. The Houston Bikeway Master Plan contains recommendations for facilities that connect to streets where the LPA will be built. The plan includes the bikeway at Columbia Tap, which is near the TSU and Tierwester stations. The Greater Southeast Management District has adopted a plan that contains pedestrian and streetscape improvements that will complement the LPA. The Gulfton Pedestrian and Bicyclist Study contains recommendations for streetscape improvements and other improvements that, when implemented, will complement the University Corridor LPA. The OST/Almeda TIRZ has amended its project plan to expand its boundaries into the University Corridor study area. In addition, the plan includes economic development goals that address business loss mitigation in cases where public construction projects disrupt access to and operation of businesses, affordable housing and historic preservation goals that emphasize the upper Third Ward area which the alignment will traverse, and capitalizing on revitalization impacts of the LPA. The Upper Kirby District TIRZ project plan contains strategies for tie-ins with the rail alignment on Kirby Drive near Richmond Avenue. Streetscape improvements along Kirby Drive and planned improvements on Richmond Avenue will complement plans for the Kirby Station. Infrastructure improvements that are underway will support higher density development. The Midtown TIRZ has sponsored a parking study that is designed to identify strategies for increasing parking in the zone, which is served by the METRO Red Line and is part of the University Corridor study area. In addition, this TIRZ owns land in the Third Ward Super Neighborhood and can potentially collaborate with METRO and others to ensure that replacement housing in the Third Ward is available for displaced residents who desire to remain in the neighborhood. The master plans of the universities contain recommendations and proposals that are consistent with the LPA. Mobility enhancements, along with new academic, residential and commercial facilities proposed in these plans, some of which are already being implemented, will increase LRT patronage. The Zion s Village and Eastside Village plans prepared by the Department of Planning and Development include proposals for higher density residential development and retail development in the vicinity of the TSU, UH and Scott stations. Some of these proposals January

122 Chapter 3 University Corridor have been implemented and will increase the pool of potential riders on the University Corridor line. A few blocks from the Hutchins Station and along the LPA alignment, the Project Row House District Master Plan contemplates an entry gateway at Dowling and Alabama Streets. Moreover, the Project Row House CDC is on a mission to increase the supply of affordable housing in the Third Ward Super Neighborhood, which could result in their involvement in building replacement housing for residents displaced by the LRT alignment. As mentioned previously, some units have already been built, increasing the pool of potential riders on the University Corridor line. TSM/Baseline Alternative. The TSM/Baseline Alternative represents minimal change and would not be as supportive of plans of local government, quasi-governmental organizations, and community organizations. Other Build Alternatives Considered. The other Build Alternatives considered are consistent with plans of local governmental, quasi-governmental, and community organizations Local Land Use No Build Alternative. There would be no land use impacts under the No Build Alternative. LPA. The LPA could have the affect of influencing local growth patterns. The LPA could enhance the current trend toward higher residential densities in close-in neighborhoods. There are developable tracts of undeveloped land throughout the study area. The LPA would facilitate linkages between the east and west sections of the study area, with the possible effect of making undeveloped parcels in the study area more attractive to developers. TSM/Baseline Alternative. The TSM/Baseline alternatives involve adding bus stops at locations described in Chapter 2, Section Bus shelters may be constructed at some of these bus stops, but land use impacts should be minimal. Other Build Alternatives Considered. The other Build Alternatives considered would have the same affects on local land use and development as the LPA Short-Term Construction Effects No Build Alternative. There would be no construction effects to land use and socioeconomic conditions under the No Build Alternative. LPA. Possible short-term construction impacts to land uses involve inconvenience to employees and customers of businesses, clients of community facilities and services, residents in neighborhoods that the alignment will traverse, and worshipers at the numerous places of worship along the LPA alignment. Also, the prospect of LRT facilities construction could cause developers to delay projects, although the opposite is also possible. Where the grid pattern of streets near a station construction site is discontinuous, residents could experience traffic delays in getting in and out of their neighborhoods due to street closures during construction. TSM/Baseline Alternative. The TSM/Baseline Alternative involves adding bus stops at locations described in Chapter 2, Section Bus shelters may be constructed at some of these bus stops, but land use impacts should be minimal January 2010

123 University Corridor Chapter 3 Other Build Alternatives Considered. The other Build Alternatives considered would have the same affects on local land use and development during construction as the LPA Mitigation Short-term construction impacts can be mitigated by the use of deliberative construction staging, optimum traffic re-routing measures, minimization of lane closures during construction, maintenance and timely removal of traffic control devices, and scheduling and removal of traffic control devices within roadways for times other than during peak traffic periods. Contractors will be required to comply with state and local requirements related to roadway closures and mitigation measures. The Standard Specifications for Public Works construction and Texas Manual on Uniform Traffic Control Devices provide guidance. Requirements include approval of construction documents and mitigation measures by local traffic engineering authorities prior to initiation of construction. City of Houston requirements involve notification and permitting of all construction activities within city rights-of-way. Also, METRO will endeavor to keep for-profit and nonprofit developers informed of the construction schedule to help minimize development delays. Potential adverse long-term land use impacts that have been identified include the loss of neighborhood convenience retail uses and residences. Mitigation and avoidance measures include the following: In the instance of displacements, METRO will conform to applicable Federal regulations pertaining to relocation and displacement (see Section 3.3.1). METRO will collaborate with the City of Houston Department of Planning and Development, City of Houston Department of Housing and Community Development, the Midtown RDA, Project Row House CDC, Southeast Houston CDC, the Re-Ward Third Ward CDC, and UH to provide replacement housing for residents who are displaced. With respect to commercial/retail displacements, METRO will work with the OST/Almeda RDA, which has included small business loss mitigation in its amended project plan, and with the Department of Housing and Community Development-funded Houston Business Development, Inc. to develop loss mitigation initiatives that can lead to the replacement of these businesses. METRO will work closely with the City of Houston, lending institutions, Houston Business Development, Inc., and developers to facilitate TOD, especially in the sections of the University Corridor where commercial and retail development are lagging and where suitable parcels that are owned by public agencies and CDCs are available. In neighborhoods where parking is at a premium, METRO will give consideration to combining parking and other uses (including ground level retail uses), where the market is supportive. This strategy would accomplish an economic development objective and a parking and circulation objective. January

124 Chapter 3 University Corridor 3.2 NEIGHBORHOOD, COMMUNITY SERVICES, AND COMMUNITY COHESION This section contains a discussion of the methodology for assessing neighborhood characteristics, a description of community services, and an analysis of aspects of community cohesion Methodology Data from the City of Houston pertaining to user-defined neighborhoods has been used to identify the neighborhoods described in the sections that follow. Information related to neighborhood characteristics was gathered during the windshield survey referenced in Section Data pertaining to community services was collected from several sources, including the windshield survey, a directory compiled by United Way of the Texas Gulf Coast, the St. Luke s Episcopal Health Charities website, the Texas Department of Family and Protective Services website, and the City of Houston GIS Release Existing Conditions This section contains a discussion of the existing neighborhoods, schools, community facilities and services, places of worship, and public housing Neighborhoods The Houston Department of Planning and Development has divided the city into 88 Super Neighborhoods. Most of these Super Neighborhoods are represented by Super Neighborhood Councils that address issues of concern to residents. These councils are empowered to develop Super Neighborhood Action Plans that propose municipal improvements. Within the Super Neighborhoods are civic clubs and homeowners associations that also address neighborhood preservation and improvement issues within their geographic jurisdictions. Several neighborhoods within the University Corridor fall within the jurisdiction of the South Main Alliance, formerly the South Main Center Association. Varying proportions of the following 14 Super Neighborhoods are within the study area: Gulfton, Greater Uptown, Afton Oaks/River Oaks, Greenway/Upper Kirby, University Place, Neartown/Montrose, Binz, Midtown, Greater Third Ward, MacGregor, Gulfgate/ Riverview/Pine Valley, Greater Eastwood, Sharpstown, and Woodlake/Briar Meadow (see Figure 3-13). There are portions of 32 City of Houston-designated user-defined neighborhoods within the study area, as well as a portion of a neighborhood that is within the city limits of Bellaire and a portion of a neighborhood within the city limits of West University Place. The boundaries of user-defined neighborhoods typically closely corrected to what residents perceive to be their neighborhood unit. User-defined neighborhoods within the study area are described in the following paragraphs and shown on Figure Harwin This neighborhood is where the Hillcroft Transit Center is located. It is an eclectic mix of high density multi-family development, hotels and motels, clothing and jewelry stores, restaurants, and light industry. This is a highly trafficked neighborhood due to the presence of a high concentration of commercial/retail uses. Sharpstown Industrial Park and Apartments Only the tip of this neighborhood is within the study area. This section within the study area contains undeveloped land January 2010

125 WESTVIEW KRESS HARRISBURG MYKAWA CAVALCADE WACO CANAL NAVIGATION GREATER EASTWOOD GULFGATE RIVERVIEW/ PINE VALLEY MARTIN LUTHER KING 59 HOGAN GREATER THIRD WARD 45 Æ 288 MIDTOWN MACGREGOR YELLOWSTONE SCOTT CULLEN REED BINZ DURHAM WASHINGTON NEARTOWN/ MONTROSE UNIVERSITY PLACE ALMEDA HOLMES ELLA 10 AFTON OAKS/ RIVER OAKS AREA GREENWAY/ UPPER KIRBY AREA WESLAYAN NEWCASTLE MAIN 610 RICE POST OAK GREATER UPTOWN GULFTON CHIMNEY ROCK RENWICK HILLCROFT WESTPARK LONG POINT CAMPBELL VOSS BLALOCK WOODLAKE/ BRIAR MEADOW SHARPSTOWN BISSONNET FONDREN Figure 3-13: Super Neighborhoods METRO University Corridor AIRPORT LEGEND University Corridor LPA Study Area Miles I Source: City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, August 2008 and April OLD KATY ") 8

126 LOCKWOOD ESPERSON INDUSTRIAL DISTRICT WACO EASTWOOD QUITMAN LORRAINE FULTON HOUSTON MONTROSE/WESTMORELAND CLINTON RUNNELS COMMERCE PRESTON CANAL 59 LOUISIANA YORK MC KINNEY CRAWFORD POLK DOWLING MIDTOWN THIRD WARD UNIVERSITY OAKS 45 Æ 288 BINZ UNIVERSITY OF HOUSTON RIVERSIDE TERRACE/ WASHINGTON TERRACE OAK MANOR/UNIVERSITY WOODS TIERWESTER/CANFIELD OAKS/COLLEGE OAKS ALMEDA TEXAS SOUTHERN UNIVERSITY HOLMES FANNIN MAIN ST. THOMAS MONTROSE MUSEUM AREA/SHADYSIDE/SHADOWLAWN/CHEROKEE DUNLAVY DEARBORN/LANCASTER PLACE BOULEVARD OAKS HOLCOMBE 10 CRAWFORD GREENWAY PLAZA OAKLANE MANOR GREENBRIAR KIRBY WEST UNIVERSITY PLACE BISSONET CENTER BUFFALO SPEEDWAY SUNSET TERRACE/ MONTCLAIR ADDITION HIGHLAND VILLAGE/WESLAYAN PLAZA NEWCASTLE 610 SAGE AFTON OAKS GALLERIA BELLAIRE S. RICE POST OAK LARCHMONT/LAMAR TERRACE FOUNTAIN VIEW WESTHEIMER ESTATES GLENMONT NAPOLEON SQUARE AREA VOSS GLENHAVEN ESTATES SHARPSTOWN INDUSTRIAL PARK AND APARTMENTS BISSONNET HARWIN Figure 3-14: User-Defined Neighborhoods METRO University Corridor LEGEND University Corridor LPA Study Area Miles 59 I Source: City of Houston GIS Release 13.1, September 2007; Houston-Galveston Area Council, 2008; Roberta F. Burroughs & Associates, August 2008 and April 2009.

127 University Corridor Chapter 3 Glen Haven Estates This neighborhood is characterized by high concentrations of garden apartments. Also located in this neighborhood are office buildings, warehouses, and the Church in Houston. Proximity to U.S. 59, Westpark Drive, and Hillcroft Street provide good access to and from the neighborhood. Napoleon Square Area This area, along with the adjacent Glenmont neighborhood, is part of what is commonly referred to as the Gulfton area. It is characterized by high concentrations of garden apartments. Only the northern portion of these neighborhoods is inside of the study area. The area is represented by the Gulfton Super Neighborhood Council and the Gulfton Area Coalition, groups that are working toward the revitalization of the area. Glenmont Glenmont is a densely developed neighborhood that is similar in neighborhood character to the Napoleon Square Area. It is represented by the Gulfton Super Neighborhood Council. Bellaire A portion of the City of Bellaire that is adjacent to Glenmont is located within the study area. In this area, there is a subdivision of one-story single-family detached homes, along with light industry and other non-residential uses. Westheimer Estates A small portion of this neighborhood, located between Fountain View Street and Chimney Rock Road, north of Westpark Drive, is in the University Corridor. Apart from a garden apartment development, this neighborhood is nonresidential. The U.S. 59 frontage road is the southern boundary and Chimney Rock Road is a major thoroughfare, so commercial businesses and light industry prevail. Larchmont A small portion of Larchmont is located in the study area. It lies east of Chimney Rock and south of Alabama Street; Rice Boulevard is the eastern boundary and U.S. 59 is the southern boundary. This is a neighborhood of mostly single-family homes, though multi-family development occurs on Richmond Avenue. Most of the local streets cross Chimney Rock Road and several have direct access to Richmond Avenue. The neighborhood lies within the boundaries of the Greater Uptown Super Neighborhood and is represented by its Super Neighborhood Council. Galleria This is a mixed-use neighborhood that is densely developed. It is also known as Uptown/Galleria. The Galleria shopping mall is located here, as are townhomes, patio homes, residential and office high-rises, numerous commercial/retail establishments, and hotels. The Greater Uptown Super Neighborhood Council represents the area. Afton Oaks Only a small portion of Afton Oaks is within the study area. The neighborhood is bounded by IH-610 on the west, Westheimer Road on the north, U.S. 59 on the south, and Midlane Street on the east. Afton Oaks original development occurred as part of the city s post-war suburban expansion. This original development featured primarily one story single-family homes. In the last decade, the neighborhood s location advantages have led to some new development at higher densities. Although singlefamily homes predominate, there is multi-family development in the neighborhood, including a new condominium development and older apartment and townhome development. The street pattern is a modified grid; many streets terminate in cul-desacs. Local streets that intersect with Newcastle Street provide direct access to Richmond. Richmond Avenue and Westheimer Road are largely residential through Afton Oaks. Afton Oaks lies within the Afton Oaks/River Oaks Super Neighborhood. It is represented by the Afton Oaks Super Neighborhood Council and the Afton Oaks Civic Club. Newcastle Newcastle is a mixed-use neighborhood nestled between Glenmont Street and U.S. 59. There are condominium developments, a City of Houston water facility, and office buildings in this small neighborhood. Newcastle Drive, Westpark Drive, and IH-610 January

128 Chapter 3 University Corridor provide good access. Newcastle is part of the Greenway/Upper Kirby Super Neighborhood and is represented by that Super Neighborhood Council. Highland Village/Weslayan Plaza A small portion of this neighborhood is within the study area. The neighborhood is bounded by Midlane Street on the west, Westheimer Road on the north, Weslayan Street on the east, and U.S. 59 on the south. This neighborhood enjoys good access to shopping; the aforementioned arterials contain stretches of commercial retail development, including a group of stores that are collectively known as Highland Village, which is a shopping node that spans both sides of the segment of Westheimer Road, a major thoroughfare that passes through the neighborhood. Three subdivisions are located within Weslayan Plaza/Highland Village: Lynn Park, Highland Village, and Weslayan Plaza. These are subdivisions of one-story single-homes, two-story townhomes, and patio homes. Highland Village, which is east of Midlane, between West Alabama Street and Westheimer Road, is more densely developed than Weslayan Plaza, with more frequent occurrence of townhomes on lots that were formerly single-family lots. Also, there are gated communities within the neighborhood. Cut-through traffic has historically been a problem in Weslayan Plaza, where local streets provide direct access to Richmond Avenue and Westheimer Road. Highland Village/Weslayan Plaza is located within the Afton Oaks/River Oaks Super Neighborhood. It is represented by the Weslayan Plaza Civic Club and the Afton Oaks/River Oaks Super Neighborhood Council. Greenway Plaza Greenway Plaza is on the north side of U.S. 59, between Weslayan Street and Buffalo Speedway. The focal point of this mixed-use neighborhood is Greenway Plaza, a master-planned development described in Section Sunset Terrace/Montclair This user-defined neighborhood consists of tree-lined subdivisions of single-family homes, condominiums, and townhomes and two sections with concentrations of apartments. Local streets provide direct access to Edloe and Weslayan Streets. Residents of this neighborhood enjoy easy access to retail shopping centers located at the northwest and northeast intersections of Bissonnet and Weslayan Streets. There are a number of platted subdivisions in this user-defined neighborhood, including Sunset Terrace, Montclair Addition, College Court, and Weslayan Oaks. The Sunset Terrace/Montclair Civic Association and the Greenway/Upper Kirby Area Super Neighborhood Council represent Sunset Terrace and Montclair Addition. The Montrose/Sunset Terrace/Montclair Additions Community Development Area encompasses this area. West University Place A small portion of a neighborhood located within boundaries of the city of West University Place is within the study area. This neighborhood contains a subdivision of single-family homes, a multi-family apartment development, and several public/institutional uses, including a post office. Bissonnet Center Across U.S. 59 from Crawford is Bissonnet Center, which is bounded by Edloe Street on the west, U.S. 59 on the north, Bissonnet Street on the South, and Greenbriar Street on the east. Most of the neighborhood is non-residential, though there is a single-family enclave between Morningside Drive and Greenbriar Street. A high density multi-family development takes up the entire block of Purdue Street and there is a large bottling plant on Wakeforest Street. Crawford East of Greenway Plaza is Crawford, which includes the David Crockett, Crawford, and Mayfair subdivisions. It is bounded by Buffalo Speedway on the west, U.S. 59 on the south, Westheimer Road on the north, and Kirby Drive on the east. The neighborhood contains office buildings, multi-family developments, light industry, attached townhomes, and an enclave of single-family detached residences between Lake Street and Bammel Lane. There are several art galleries in the neighborhood in an area called Gallery Row. The offices of the Upper Kirby District and Levy Park are located in 3-46 January 2010

129 University Corridor Chapter 3 this neighborhood. The David Crockett Homeowners Association and the Greenway/Upper Kirby Super Neighborhood Council are active in the neighborhood. Oaklane Manor/University Woods This neighborhood lies between Kirby Drive and South Shepherd Drive; the southern boundary is U.S. 59 and the northern boundary is Westheimer Road. There is a preponderance of garden apartments along with continuous stretches of commercial retail and office development on Kirby Drive and South Shepherd Drive. The neighborhood benefits from proximity to Richmond Avenue, Kirby Drive, and U.S. 59, as these busy thoroughfares have attracted a variety of commercial/retail establishments, including restaurants, an office supply store, and other retailers. Alabama Place, Westlawn Terrace, Greenbriar Courts, Norfolk Court, and Colquitt Court subdivisions are located in this neighborhood. The Greenway/Upper Kirby Super Neighborhood Council and several civic clubs represent the neighborhood. University Oaks Adjacent to the UH-Main Campus, this neighborhood is located south of Wheeler Street and north of North MacGregor Way. It is characterized by single-family detached homes. Lot sizes are large, typically 3,000 square feet and homes are typically two-story units in the 2,000 square foot range. Lancaster Place/Dearborn Adjacent to Oaklane Manor is Lancaster Place/Dearborn, which is within the boundaries of the Neartown/Montrose Super Neighborhood. Winlow Place, Mandell Place, Castle Court, Dearborn Place, Lancaster Place, West Lancaster Place, and Covington Oaks are among the subdivisions located within this neighborhood. There are numerous apartment developments ranging in size from four units to more than ten units, interspersed with single-family residences. As is true of Oaklane Manor, this neighborhood enjoys easy access to commercial/retail establishments on Kirby Drive and Richmond Avenue. Ervan Chew Park is a neighborhood amenity and Lanier Middle School is located in the neighborhood. Boulevard Oaks This neighborhood lies east of Greenbriar Street and south of U.S. 59. It is a neighborhood of predominantly single-family detached residences that are valued well above the city-wide median. Homes on North and South Streets are as large as 7,000 square feet and lot sizes above 16,000 square feet are not uncommon. The Boulevard Oaks Ladies Club and the University Place Super Neighborhood Council are active in the neighborhood. St. Thomas This neighborhood is home to several institutions, including the University of St. Thomas, and the Menil Collection campus, which includes the Menil Collection Museum, the Rothko Chapel, the Cy Twonbly Gallery, and other cultural facilities. On the campus of the University of St. Thomas is a Bernard Johnson-designed chapel. These facilities attract both local visitors and tourists. The University of St. Thomas and the Menil Collection campus are located close to each other and create a pleasant, tree-lined sector. The neighborhood is a mix of garden apartments, townhomes, and single-family detached residences, some of which are cottages clustered in the vicinity of the Menil Collection. The neighborhood is served by a fire station and a post office branch. It is located within the boundaries of the Neartown-Montrose Super Neighborhood, which has an active Super Neighborhood Council. The Vernon/Richmond Association is a civic club that is active in the neighborhood. Museum Area/Shadyside/Shadowlawn/Cherokee This neighborhood is comprised of several subdivisions located just east of Main Street, near the Museum District. Singlefamily detached homes, duplexes, and townhouses co-mingle in this tree-lined neighborhood. The Museum Area Municipal Association and the University Place Super Neighborhood Council represent the neighborhood. Montrose/Westmoreland Montrose/Westmoreland is located between Montrose Boulevard and Spur 527 and was originally settled in This neighborhood includes a number of subdivisions and it is characterized by a diverse range of housing styles. January

130 Chapter 3 University Corridor The neighborhood was deed restricted at the time of its development, but as deed restrictions have lapsed, the conversion of single-family homes to offices and residential development at higher densities has occurred. Montrose/Westmoreland has dramatically increased in density since the 1990s, as a result of a steady pace of townhome development. Montrose Boulevard is a busy, tree-lined boulevard with office buildings and commercial/retail establishments, including a variety of restaurants. Freed Library is also located on Montrose Boulevard. The High School for the Performing and Visual Arts is located in Montrose/Westmoreland, as is Bell Park, Ervan Chew Park, and Mandell Park. The Neartown Association, a coalition of civic organizations within the boundaries of Montrose/Westmoreland, represents the neighborhood, along with numerous civic clubs, such as the Civic Association of the First Montrose Commons and the Avondale Civic Association. The Neartown-Montrose Super Neighborhood Council is also active. A portion of this neighborhood is a Community Development Area, making it potentially eligible for Community Development Block Grant funds and other Federal assistance. The American Planning Association recently cited the neighborhood as one of the country s most walkable communities. Binz The Binz neighborhood is located on the east side of Main Street adjacent to the Museum Area. This area includes the Mexican Consulate, medical facilities, and MacGregor Elementary School. Many of the homes are large (more than 2,000 square feet) two-story residences and some have been converted to non-residential uses. Townhome development is occurring in the neighborhood, resulting in higher densities than were the case at the neighborhood s founding. The Binz Super Neighborhood Council serves the Binz neighborhood. Midtown Midtown is situated east of Spur 527 and north of U.S. 59. With the creation of the Midtown TIRZ, the neighborhood began its transformation from a neighborhood of vacant lots, single-family homes, and public/institutional uses to a neighborhood that is the site of numerous townhome developments, a revitalized Baldwin Park, the Midtown Artists Collective, and more. The Midtown Civic Club represents the neighborhood, along with the Midtown Super Neighborhood Council. Riverside Terrace/Washington Terrace This neighborhood, consisting of two subdivisions, is located adjacent to TSU. The homes are mostly single-family detached units in a variety of sizes; two-story duplexes are common on some streets. On the west side of Riverside Terrace/Washington Terrace, SH 288 interrupts the grid pattern of streets. TSU This neighborhood is the location of TSU, one of the largest historically African- American universities in the nation. Third Ward The core of this historic neighborhood was one of Houston s original six wards, which were created as political subdivisions in the 1900s. Single-family detached wood frame homes in the 700 to 1,000 square foot range dominate the neighborhood, which has very good tree coverage, due to its vintage. The neighborhood is not deed restricted, so its interior is not uniformly residential. There are small neighborhood markets, dry cleaning establishments, and other commercial/retail uses on local streets. Moreover, the Third Ward neighborhood also is the site of numerous undeveloped parcels of land and a substantial number of abandoned houses that the city has tagged for code violations. The City of Houston has designated Third Ward as a Community Development Area (CDA), making it potentially eligible for Federal CDBG funds for revitalization activities. Cuney Homes, a public housing development named for an African-American community leader, is located in Third Ward, as is the celebrated Project Row Houses, a series of small one-story frame houses that house exhibit space. Lonnie Smith Library, Ryan Middle School, the Contemporary Learning Center, Jack Yates High School, Emancipation Park, and the City of Houston s Third Ward Multi-Service Center 3-48 January 2010

131 University Corridor Chapter 3 are among the neighborhood s many resources. Third Ward is also home to the largest concentration of places of worship within the University Corridor. Moreover, the neighborhood is proximate to both the UH and TSU. Several CDCs are active in the area, including Southeast Houston CDC, Dowling Street CDC, Re-Ward Third Ward CDC, Project Row House CDC, and TSU-Third Ward CDC. The Third Ward Redevelopment Council, North Third Ward Civic Club, Cuney Homes Resident Council, and Greater Third Ward Neighborhood Council are civic organizations that are active in the neighborhood. Tierwester/Canfield Oaks Bounded by Cleburne Street on the north, North MacGregor Way on the south, Scott Street on the east, and Tierwester Street on the west, this neighborhood is adjacent to TSU and features single-family homes that face a grid pattern of streets that cross Tierwester Street. There is some TSU student housing inside the boundaries of Tierwester/Canfield Oaks. UH This is the site of the UH-Main Campus; this neighborhood is located at the eastern end of the proposed University Corridor alignment. Oak Manor/University Woods To the east of Canfield Oaks is Oak Manor/University Woods, which is bounded by Scott Street on the west, Cullen Boulevard on the east, North Macgregor Way on the south and Wheeler Street on the north. This is a small neighborhood of one- and two-story single-family detached homes. Local streets cross Scott Street and dead end at Wheeler Street. Esperson Industrial District This small geographically-isolated area is sandwiched between Spur 5 and IH-45. It contains the BNSF South Rail Yard and it is dominated by industrial development. Located in the neighborhood are a metal fabrication company, wholesale distributors, and a to-the-trade flooring company. There is also an abandoned industrial structure in the neighborhood. Eastwood This neighborhood includes the Eastwood Transit Center. It is an older neighborhood that has experienced a renaissance in the last two decades. The Eastwood Civic Association is active in the neighborhood, as is the Greater Eastwood Super Neighborhood Council Schools The study area contains the central campuses of UH, TSU, and HCC, as well as HCC Southwest-South Loop Center, the University of St. Thomas, and a number of Houston Independent School District (HISD) schools. Figure 3-15 depicts their locations and Table 3-13 contains a list of schools in the study area. January

132 OLD KATY ALLEN LOCKWOOD nm 2 MARTIN LUTHER KING YALE QUITMAN FULTON 6TH WHITE OAK HOUSTON SAWYER STUDEMONT HEIGHTS CLINTON COMMERCE PRESTON BAGBY 59 nm nm nmnm nm nmnm nm nm nm nmnm nm nm nm nm SCOTT FANNIN MAIN ELGIN 5, 6 UV DALLAS CANAL LOUISIANA W. GRAY YORK DOWLING CRAWFORD MC KINNEY MONTROSE WAUGH DUNLAVY POLK MC GOWEN LEELAND DREW SOUTHMORE CALHOUN BINZ SUNSET 21 15, 20 ENNIS ALMEDA GRIGGS CULLEN YELLOWSTONE OLD SPANISH TRAIL CAMBRIDGE HOLMES HOLCOMBE DURHAM SHEPHERD GREENBRIAR INWOOD BELLFORT T C JESTER KIRBY 10 BUFFALO SPEEDWAY WESTHEIMER MILFORD KATY MEMORIAL SAGE SAN FELIPE POST OAK ALABAMA RICHMOND nm 4 11 nm WESLAYAN NEWCASTLE FOURNACE BELLAIRE S. RICE STELLA LINK BEECHNUT 610 LEGEND CHIMNEY ROCK WOODWAY University Corridor LPA BINGLE nm Schools FOUNTAIN VIEW VOSS WESTPARK nm 1 14 nm GULFTON HILLCROFT BISSONNET Figure 3-15: Schools METRO University Corridor Miles Source: City of Houston GIS Release 13.1, September 2007; HISD Connect, September 2008; Roberta F. Burroughs & Associates, August, I

133 University Corridor Chapter 3 Table 3-13 Schools in the University Corridor School ID # Name Enrollment Address 1 Amigos Por Vida Friends for Life El Camino Del Rey 2 Austin High School 1, Dumble Street 3 Blackshear Elementary School Holman Avenue 4 Bradford School of Business Southwest Freeway 5 Contemporary Learning Center High School Cleburne Street 6 Contemporary Learning Center Middle School Cleburne Street 7 High School for Performing and Visual Arts (HSVPA) Stanford Street 8 Houston Academy for International Studies Winbern Street 9 Houston Community College Central College 16, Holman Avenue 10 Houston Community College Life Skills Alabama Street 11 Houston Community College Southwest College West Loop Center 4, West Loop South 12 MacGregor Elementary School La Branch Street 13 Ryan Middle School Elgin Street 14 Southwest School Southwest Freeway 15 TSU 11, Cleburne Street 16 TSU Charter Lab School Burkett Street University of Houston Main 17 Campus 34, Calhoun Road 18 University of Houston Charter School Holman Avenue 19 University of St. Thomas 3, Montrose Boulevard 20 WALLIP Middle School Cleburne Street 21 Wheeler Avenue Christian Academy 75* 3826 Wheeler Street 22 Jack Yates High School 1, Sampson Street Source: City of Houston Geographic Information System (COHGIS) Release 13.1, September 2007; HCC System Fact Book ; HISD website 2008; Wheeler Avenue Christian Academy, September 24, 2008; Roberta F. Burroughs & Associates, August 2008 * Fall 2008 enrollment figure Community Facilities and Services A large number of community facilities and services have been identified in the University Corridor and are listed on Table 3-14; locations are depicted on Figure Many of these facilities and services are patronized not only by residents of the surrounding neighborhood, but also by residents from the entire Houston area. There is also an abundance of places of worship in the University Corridor. Several large churches, such as South Main Baptist Church, Central Presbyterian Church, Wheeler Avenue Baptist Church, and Lakewood Church, are located in the corridor, as well as a number of small and medium sized congregations. Figure 3-17 shows the location of places of worship and Table 3-15 provides a list. January

134 Chapter 3 University Corridor Table 3-14 Community Facilities and Services in the University Corridor ID # Name Address 1 Alabama Community Garden 2818 Alabama Street 2 Alpha Phi Alpha Fraternity, Inc Ruth Street 3 American Red Cross Greater Houston Area Chapter 2700 Southwest Freeway 4 Amigos de las Americas 5618 Star Lane 5 Arthritis Foundation South Texas Chapter 3701 Kirby Drive 6 Asian American Family Counseling Center 6220 Westpark Drive 7 Aspiring Youth of Houston 6250 Westpark Drive 8 Augustana Lutheran Church Community Garden Wheeler Chartres Street 9 Avondale House 3611 Cummins Street 10 Bayou City Farmer s Market Richmond Eastside Street 11 Center for Counseling 3801 Kirby Drive 12 Center for Creative Resources 310 Sul Ross Street 13 Child Care Council of Greater Houston 6220 Westpark Drive 14 Children at Risk 2600 Southwest Freeway 15 Christian Community Service Center Inc Mercer Street 16 City of Houston Fire Department No Richmond Avenue 17 City of Houston Solid Waste Management 5900 Westpark Drive Westpark Recycling Center 18 Collaborative for Children 3800 Buffalo Speedway 19 Communities in Schools Austin High School 1700 Dumble Street 20 Crisis Intervention of Houston, Inc Richmond Avenue 21 East Side Village Community Learning Center 3614 Holman Street 22 Erinn's Heart Early Learning Academy 4115 Caroline Street 23 ESCAPE Family Resource Center 3210 Eastside Street 24 Foundation Surgical Hospital 5410 West Loop South 25 Freed-Montrose Branch Library 4100 Montrose Boulevard 26 Girls Scouts of San Jacinto Council 3100 Southwest Freeway 27 Golden Age Hobby House 2805 Winbern Street 28 Greenbriar Station, U.S. Postal Service 3740 Greenbriar Street 29 Greenway Plaza Station, U.S. Postal Service 3 East Greenway Plaza 30 Gulf Coast Community Services Association 3611 Ennis Street 31 Gulf Coast Community Services Association Head 3611 Ennis Street Start 32 Homes of St. Mark 3000 Richmond Avenue 33 Houston Area Community Services 3730 Kirby Drive 34 I Have A Dream Houston 3310 Eastside Street 35 Kuumba House 3001 Cleburne Street 36 Lakewood Church Child Development Center 3700 Southwest Freeway 37 Legacy Community Health Services Eye Clinic 3311 Richmond Avenue and Wellness Services 38 Liberty Baptist Church Community Youth Program, Inc Holman Street 3-52 January 2010

135 University Corridor Chapter 3 Table 3-14 (continued) Community Facilities and Services in the University Corridor ID # Name Address 39 Mayor s Citizen Assistance Office 3611 Ennis Street 40 Memorial Hermann Sports Medicine and 3440 Richmond Avenue Rehabilitation Center 41 The Men s Center, Inc Main Street 42 Montessori Children s House 1901 Norfolk Street 43 Montessori School of Downtown 4510 Caroline Street 44 Montrose Counseling Center 401 Branard Street 45 NAACP 2002 Wheeler Street 46 NAACP Family Technology Center 4200 Fannin Street 47 National Emancipation Association 2314 Wheeler Street 48 Palmer School at St. Stephens 1800 Sul Ross Street 49 Parent Child Learning Lab 3100 Cleburne Street 50 People in Partnership 3611 Ennis Street 51 Planned Parenthood of Houston and Southeast 4600 Gulf Freeway Texas 52 Project Row Houses 2501 Holman Street 53 Project Row Houses Education Program 2600 Holman Street 54 Riverside General Hospital 3204 Ennis Street 55 Riverside Health Center 3315 Delano Street 56 School of Infants & Toddlers 4701 San Jacinto Street 57 SHAPE Community Center 3903 Almeda Road 58 SHAPE Nia Becnel Family Center 3815 Live Oak Street 59 Smith Branch Library 3624 Scott Street 60 Southmore Station, U.S. Postal Service 1602 Eagle Street 61 Texas Cooperative Extension Service 5851 Southwest Freeway 62 Texas Department of Assistive and Rehabilitative 3311 Richmond Avenue Services Houston Central Field Office 63 Texas Department of Assistive and Rehabilitative 6260 Westpark Drive Services - Houston Regional Office 64 Texas Department of Criminal Justice/Parole 3322 Richmond Avenue Division 65 Third Ward Multi-Service Center 3611 Ennis Street 66 U.S. Dream Academy Learning Center 3611 Ennis Street 67 UH Camp Construct 3855 Holman Street 68 UH Child Care Center 3859 Wheeler Street 69 UH Human Development Lab 4200 Wheeler Street 70 University Station, U.S. Postal Service 1319 Richmond Avenue 71 W. R. Banks Child Development Lab 3200 Cleburne Street 72 Wellsprings, Inc Richmond Avenue 73 Weslayan Station, U.S. Postal Service 5340 Weslayan Street 74 Wheeler Street Infant School 3810 Ruth Street 75 YMCA International Services 6300 Westpark Drive Source: COHGIS, Release 13.1, September 2007; Community Resource Directory, Metropolitan Houston and Surrounding Counties, 23 rd Edition 2003, United Way of the Texas Gulf Coast, Texas Department of Family and Protective Services website, September 2006; Roberta F. Burroughs & Associates, August 2008 January

136 LOCKWOOD HIRSCH!( 19!( WASHINGTON 59 PRESTON RUNNELS TEXAS 30, 31, 39, 50, 65, !(!(!(!(!(!(!(!(!(!(!( G!( G!( G!(!(!(!( G!(!(!(!(!(!(!(!(!(!(!( G!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!(!( UV DALLAS CANAL LOUISIANA , 32 20, 72 33!(!( FANNIN MAIN W. GRAY WAUGH YORK MC KINNEY CRAWFORD MONTROSE DUNLAVY POLK MC GOWEN ELGIN 46 ALABAMA CULLEN , BINZ 73 69!( !( WHEELER 74!( 71 ENNIS GREENBRIAR SCOTT MACGREGOR ALMEDA KIRBY BUFFALO SPEEDWAY WESLAYAN CALHOUN GRIGGS MARTIN LUTHER KING CULLEN YELLOWSTONE OLD SPANISH TRAIL CAMBRIDGE STELLA LINK HOLMES NEWCASTLE 610 BELLFORT MEMORIAL BELLAIRE WESTHEIMER SAN FELIPE RICHMOND WESTPARK BINGLE LEGEND SAGE University Corridor LPA G Emergency!( Non-Emergency POST OAK YORKTOWN FOUNTAIN VIEW VOSS 6, !( 4!( G!(!(!(!(!(!( GULFTON BISSONNET CHIMNEY ROCK HILLCROFT S. RICE BEECHNUT Figure 3-16: Community Facilities METRO University Corridor Miles I Source: City of Houston Geographic Information System (COHGIS) Release 13.1, September 2007; United Way of the Texas Gulf Coast, 2006; Texas Department of Assistive and Rehabilitative Services, 2008; Communities in Schools, 2008; Texas Department of Family and Protective Services, 2006; Roberta F. Burroughs & Associates, August 2008.

137 OLD KATY LOCKWOOD!! DUMBLE MARTIN LUTHER KING FULTON WHITE OAK HOUSTON SAWYER CLINTON PRESTON RUNNELS COMMERCE TEXAS 59 CRAWFORD FANNIN !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!! SCOTT 45 Æ 288 DALLAS CANAL LOUISIANA W. GRAY YORK MC KINNEY DOWLING POLK MC GOWEN MONTROSE ELGIN LEELAND DREW BLODGETT HERMANN WHEELER ENNIS CALHOUN ALMEDA GRIGGS CULLEN YELLOWSTONE CAMBRIDGE HOLMES YALE 6TH HEIGHTS WAUGH DUNLAVY! 29 OLD SPANISH TRAIL SHEPHERD GREENBRIAR HOLCOMBE INWOOD BELLFORT T C JESTER 10 KIRBY MAIN 10! 18 BUFFALO SPEEDWAY WESTHEIMER ALABAMA 5! 19! WESLAYAN STELLA LINK MEMORIAL NEWCASTLE 610 BELLAIRE RICHMOND SAN FELIPE BISSONNET WESTPARK POST OAK BEECHNUT SAGE S. RICE YORKTOWN CHIMNEY ROCK FOUNTAIN VIEW GULFTON Figure 3-17: Places of Worship METRO University Corridor BINGLE LEGEND University Corridor LPA!( Place of Worship WOODWAY VOSS! Miles I Source: City of Houston GIS Release 13.1, September 2007; Roberta F. Burroughs & Associates, Summer 2006, August, 2008 and May 2009.

138 Chapter 3 University Corridor Table 3-15 Places of Worship ID # Name Address 1 Augustana Evangelical Lutheran Church 2001 Wheeler Street 2 Barbers Memorial Missionary Baptist Church 3244 Berry Street 3 Believers in Jesus Christ Fellowship Church 2015 Berry Street 4 Bible Way Holiness Church 2417 Francis Street 5 Central Presbyterian Church 3788 Richmond Avenue 6 Church of the Holy Gospel 4005 San Jacinto Street 7 Citywide Baptist Brotherhood 2420 Cleburne 8 Ebenezer Missionary Baptist Church 3347 Holman Street 9 Ecumenical Institute of Houston 4207 Chartres Street 10 Faith Impact Ministries, International 2211 Norfolk Street 11 First St. Matthew's Baptist Church 3239 Simmons Street 12 Greater Mount Pilgrim Church 3406 Nagle Street 13 Greater Rose Hill Baptist Church 3034 Holman Street 14 Holman Street Baptist Church 3607 Holman Street 15 Holy Ghost Fathers Seminary 4410 Yoakum Boulevard 16 Holy Three-in-One Lutheran Church 4411 La Branch Street 17 Houston Praise & Worship Center 3802 Live Oak Street 18 Islamic Society of Greater Houston Main Center 3110 Eastside Street 19 Lakewood Church 3700 Southwest Freeway 20 Liberty Baptist Church 3335 Holman Street 21 Quincy Lollison Fellowship Hall 3330 Holman Street 22 Masjid Al-Muhaiman 3103 Cleburne Street 23 New Direction of Praise Church 4803 Main Street 24 New Mount Tabor Integrated Baptist Church 3115 Alabama Street 25 New Providence Missionary Baptist Church 3302 Simmons Street 26 Petra AME Church 4301 La Branch Street 27 Riverside Church of Christ 1717 Cleburne Street 28 Rose Hill Baptist Church 3105 Alabama Street 29 Rothko Chapel 1409 Sul Ross Street 30 Saint Philip Missionary Baptist Church 3602 Dowling Street 31 Souls Harvest in Time Ministries 4711 Jackson Street 32 South Main Baptist Church & Iglesia Bautista South 4100 Main Street Main 33 Sweet Hope Baptist Church 3416 Dowling Street 34 The Church in Houston 6355 Windswept Lane 35 The Church on Holman Street 3276 Holman Street 36 Trinity United Methodist Church 2600 Holman Street 37 True Light Baptist Church 4017 Hamilton Street 38 True Vine Baptist Church 2408 Holman Street 39 University Christian Church 2313 Ruth Street 40 Wheeler Avenue Baptist Church 3826 Wheeler Street 41 Word of Life Full Gospel 2808 Truxillo Street Source: City of Houston Geographic Information System (COHGIS) Release 13.1, September 2007; Roberta F. Burroughs & Associates windshield survey, Summer 2006 and May January 2010

139 University Corridor Chapter Subsidized Housing The University Corridor is home to four subsidized housing developments. The largest of these is Cuney Homes, a Houston Housing Authority development. U.S. Vets-Houston at Midtown Terrace, which is across the street from the METRO RedLine Main Street Station, is a transitional housing facility for veterans. The Mental Health-Mental Retardation Authority and the AIDS Foundation Houston own subsidized housing in the study area. Table 3-16 contains a list of subsidized housing developments in the University Corridor. Figure 3-18 shows the locations of these developments. Table 3-16 Subsidized Housing in the University Corridor Number of Housing ID# Name Units Address/Location 1 AIDS Foundation Houston Norfolk Street 2 Cuney Homes Housing Truxillo Street Authority of the City of Houston 3 Mental Health & Retardation Not 612 Branard Street available 4 U.S. Vets Houston Main Street Source: Housing Authority of the City of Houston, August 2006; U. S. Veterans Initiative website, September 2008, Harris County Appraisal District, May 2009; Roberta F. Burroughs & Associates, May Long-Term Effects This section contains a discussion of the potential long-term effects on neighborhoods and on community facilities and resources Neighborhood Cohesion The proposed alignment alternatives traverse a diverse group of neighborhoods. Since transportation improvements have the potential to affect neighborhood cohesion, an analysis of the potential impact of the No Build, TSM/Baseline Alternative, and the Build Alternatives has been undertaken and is presented here. No Build Alternative. The cohesion of study area neighborhoods would not be affected by the No Build Alternative, because it represents the status quo. LPA. In some neighborhoods, cohesion could be adversely affected, in that the design and placement of the LPA could create boundary or barrier effects. These neighborhoods are the Montrose Super Neighborhood and the Third Ward Super Neighborhood (at Cuney Homes). In addition, residential displacements will occur in these neighborhoods. These displacements are not numerous enough to adversely affect neighborhood cohesion; the largest single residential displacement is a 20+ unit garden apartment development. Where the alignment traverses Westpark Drive west of Weslayan Street, there will be no displacement effects to residential neighborhoods. In the Montrose and Third Ward Super Neighborhoods, neighborhood convenience retail uses will be lost to right-of-way acquisitions. In the Montrose Super Neighborhood, this number is substantial. However, commercial density is high in Montrose, so the effect on neighborhood cohesion will not be substantial. In the Sunset Terrace/Montclair Addition neighborhood, on the south side of U.S. 59, there will be a loss of convenience retail, with negligible effect on neighborhood cohesion. The two commercial structures that will be displaced in the Midtown Super Neighborhood will not adversely affect neighborhood cohesion. January

140 OLD KATY LOCKWOOD CALHOUN WACO MARTIN LUTHER KING CLINTON 59 $+ $+ $ UV 288 WHITE OAK HOUSTON STUDEMONT RUNNELS COMMERCE PRESTON BAGBY DALLAS CANAL LOUISIANA W. GRAY YORK POLK DOWLING CRAWFORD MC KINNEY LEELAND MC GOWEN ELGIN MONTROSE CULLEN 3 DREW 4 2 BINZ ENNIS HERMANN SCOTT MACGREGOR ALMEDA GRIGGS CULLEN YELLOWSTONE CAMBRIDGE HOLMES WAUGH DUNLAVY OLD SPANISH TRAIL DURHAM SHEPHERD $+ 1 FANNIN MAIN GREENBRIAR HOLCOMBE WESTHEIMER T C JESTER KIRBY 10 BUFFALO SPEEDWAY ALABAMA WESLAYAN STELLA LINK MEMORIAL NEWCASTLE 610 BELLFORT BELLAIRE RICHMOND SAN FELIPE WESTPARK POST OAK BISSONNET SAGE GULFTON S. RICE BEECHNUT CHIMNEY ROCK FOUNTAIN VIEW Figure 3-18: Subsidized Housing METRO University Corridor RENWICK BINGLE LEGEND WOODWAY University Corridor LPA $ Subsidized Housing VOSS HILLCROFT Miles I Source: Housing Authority of the City of Houston, August 2006; U. S. Veterans Initiative website, September 2008; Roberta F. Burroughs & Associates, August, 2008 and May 2009.

141 University Corridor Chapter 3 Representatives of the Sunset Terrace/Montclair Civic Association, representing the Sunset Terrace/Montclair Addition neighborhood, have expressed concerns related to the proximity of some of the houses in the subdivision to the Westpark right-of-way. Their concerns relate to noise and vibration, as well as visual impacts. In the Third Ward neighborhood, the LRT guideway and station could create a boundary effect at the Cuney Homes public housing development, where there are housing units on both sides of Alabama Street. This could adversely affect cohesion at this family development. In addition, safety and security issues will arise from the placement of the guideway on Alabama Street, because students who attend the TSU Charter Lab School and live on the north side of Alabama Street will have to cross Alabama Street to reach the school, as well as children and blind and deaf adults who would have to cross Alabama Street to reach the community center. Residents of Cuney Homes have expressed the latter concern. TSM/Baseline Alternative. TSM/Build Alternative would not affect neighborhood cohesion, because any facility construction would probably take place on sidewalks and on edges of transportation easements. Other Build Alternatives Considered. The other Build Alternatives considered would have the same affects on neighborhood cohesion as the LPA Community Facilities and Services As shown on the tables in Section 3.2.2, in the University Corridor, there are a very large number of community facilities and services, including nonprofit agencies, schools, and places of worship. Potential impacts to these community facilities and services are analyzed in this section. No Build Alternative. This alternative represents the status quo and would not have an impact on community facilities and services in the study area. LPA. Numerous community facilities and services, schools, subsidized housing units, and places of worship abut and are in proximity to the proposed University Corridor alignment. Improved access to these community facilities, schools, places of worship, and subsidized housing units is a positive attribute of the LPA. East-west travel connections, as well as travel times would be improved. Moreover, access to services that support neighborhood revitalization and economic empowerment would be improved. Residents in the far western section of the study area, many of whom are categorized as low-moderate income, would have enhanced access to the educational facilities that exist in the near western and eastern sections of the study area, enhancing chances for the economic gains that come with higher levels of educational attainment. Residents in the far western and eastern section of the study area, many of whom are unemployed, would have access to the jobs in the western section of the study area and beyond. These residents will also enjoy improved access to the greater number of commercial/retail services that exist in the western section of the University Corridor. Other positive impacts include the potential impact of the Arts in Transit project, which is oriented toward enhancing community image and pride. It has been demonstrated that elderly, low-income, disabled, and young people take advantage of transit and that these groups are substantially represented in many of the neighborhoods in the University Corridor, as shown on Table 1-7 (Community and Social January

142 Chapter 3 University Corridor Benefits of Transportation Investment, NCHRP Project 8-36, Task 22 Demonstrating Positive Benefits of Transportation Investment, January 2002). The LPA within the middle of existing street rights-of-way will necessitate the closure of all existing median openings, except at signalized intersections. The restriction of left-turns and U-turns to signalized intersections along the fixed guideway street will result in a slight increase in travel time for motorists entering/exiting side streets and driveways where leftturns will be prohibited. However, the closure of median openings and restriction of leftturns along the fixed guideway street may improve traffic flow by reducing the number of conflicting movements. TSM/Baseline Alternative. The TSM/Baseline Alternative represents improved bus service, which would improve access to community facilities and resources, in a few instances, such as facilities in the vicinity of the Hillcroft Transit Center and community facilities on and near Richmond Avenue. Other Build Alternatives Considered. The other Build Alternatives considered would have the same effects on neighborhood cohesion as the LPA. A number of community facilities, schools, subsidized housing units, and places of worship abut the other Build Alternatives considered. Improved access to these community facilities, schools, places or worship, and subsidized housing units is a positive effect of the other Build Alternatives considered Short-Term Construction Effects Typically, a construction process that involves roadway rights-of-way would have a shortterm adverse impact on access to neighborhoods, community facilities, and commercial/retail services. Indeed, neighborhood residents and business owners are aware of this and have expressed concern. Access to some community facilities, schools, and places of worship could also be temporarily adversely affected. No Build Alternative. There would be no construction effects to neighborhood and community cohesion under the No Build Alternative. LPA. Possible short-term construction impacts to neighborhood and community cohesion involve inconvenience to customers of businesses, clients of community facilities, residents of housing proximate to the alignment and worshipers at places of worship located along the proposed alignment, in addition to possible restrictions to access for employees of affected businesses. Also, the prospect of LRT facilities construction could cause developers to delay projects, although the opposite effect is also possible. Where the grid pattern of streets near a station construction site is discontinuous, residents could experience delays in getting in and out of their neighborhoods due to street closures during construction. TSM/Baseline Alternative. The TSM/Baseline Alternative involves adding bus stops at locations described earlier. Bus shelters may be constructed at some of these bus stops, but impacts to neighborhood and community cohesion should be minimal. Other Build Alternatives Considered. The other Build Alternatives considered would have the same short-term construction impacts as the LPA January 2010

143 University Corridor Chapter Mitigation The impact of short-term construction impacts can be mitigated by the use of deliberative construction staging, optimum traffic re-routing measures, minimization of lane closures during construction and maintenance, and timely removal of traffic control devices within roadways for times other than during peak traffic periods. Contractors will be required to comply with state and local requirements related to roadway closures and mitigation measures. The Standard Specifications for Public Works construction and Texas Manual on Uniform Traffic Control Devices provide guidance. Requirements will include approval of construction documents and mitigation measures by local traffic engineering authorities prior to initiation of construction. City of Houston requirements involve notification and permitting of all construction activities within city rights-of-way. Also, METRO can endeavor to keep for-profit and nonprofit developers informed of the construction schedule to minimize development delays. Potential adverse long-term neighborhood and community cohesion impacts that have been identified include potential loss of residences and commercial/retail services. Another potential impact is what some residents view as pressures for the undesirable redevelopment of low-density residential neighborhoods. Other potential impacts include negative impacts to neighborhood cohesion from the potential placement of some transit facilities. The range of possible mitigation and avoidance measures include the following: In the instance of displacements, METRO is required to conform to applicable Federal regulations pertaining to relocation and displacement (see Section 3.3.1). METRO would collaborate with the City of Houston Department of Planning and Development, City of Houston Department of Housing and Community Development, Houston Housing Authority, Midtown RDA, area CDCs, and UH to provide replacement housing for residents who are displaced. METRO will work closely with the entities previously mentioned to mitigate any displacement impacts resulting from densification. To minimize or avoid barrier impacts, METRO will adopt dual platform stations rather than split platforms wherever feasible, to help preserve neighborhood integrity. To minimize boundary impacts, METRO could consider design options that minimize these potential effects. METRO will work closely with the City of Houston, Almeda/OST TIRZ, lending institutions, Houston Business Development, Inc., and developers to assist small business owners whose businesses will be displaced by LRT construction. METRO will work closely with the entities previously mentioned to facilitate TOD, especially in the sections of the University Corridor where commercial development is lagging. METRO is developing a Business Assistance Program to address the concerns of business owners who would be affected by construction. In neighborhoods where parking is at a premium, METRO will work with the City of Houston to give consideration to combining parking and other uses (including ground level retail uses), where the market is supportive. This strategy would accomplish an economic development objective and a parking and circulation objective. METRO will adopt components such as fencing and state of the art safety devices to protect Cuney Homes youths, disabled persons, and others who have to cross Alabama Street to gain access to community facilities at the Cuney Homes site. January

144 Chapter 3 University Corridor METRO will adopt prototypes that have been used by other transit authorities to provide safety for blind and deaf residents at Cuney Homes, this being the only location where this issue has come to the forefront. The grid system of streets that prevails in most affected neighborhoods would make it possible to effectively mitigate for construction impacts. Mitigation options for short-term construction impacts include clearly marking alternative routes for ingress and egress. An expedited construction schedule would also mitigate construction impacts. Where access is limited by street patterns, care should be taken to ensure that construction is staged in such a way that routes into and out of neighborhoods or access to community facilities is kept open during construction. Mitigation for long-term impacts to neighborhoods and community facilities and service could include the following: Selecting station designs that mitigate potential barrier/boundary effects. Continuing with plans for the station art project and using station design as a mechanism to enhance neighborhood identity. Collaborating with management districts to adopt neighborhood-specific streetscape improvements and landscaping around stations to enhance community cohesion and identity. Using appropriately designed crossings with pavement treatments and/or elements around schools. Designing and implementing educational programs for students of schools near the LPA, to minimize the potential for adverse affects related to safety. Designing intersection/driveway treatments to minimize the potential for conflicts between vehicles responding to emergency calls and LRT vehicles in the vicinity of the fire station on Richmond Avenue. Avoiding permanently closing streets that are critical to access community facilities and resources. Communicating with community leaders regarding the construction schedule and also lane closures and street closures that might affect access. 3.3 ACQUISITIONS AND DISPLACEMENTS/RELOCATIONS This section discusses the potential right-of-way acquisition, displacements, and relocations for the University Corridor Legal and Regulatory Context Property acquisition and relocation procedures for qualified displaced persons and businesses would be guided by the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended, and FTA Circular D. METRO would be responsible at the local level for administering the Act. The Texas Transportation Code, Chapter 451, Sections grants METRO the authority to acquire property through eminent domain. METRO is authorized to acquire by eminent domain any interest in real property, including a fee simple interest and the use of air or subsurface space [Section (c)] January 2010

145 University Corridor Chapter Methodology Preliminary engineering has been developed for the Build Alternatives based on engineering design and safety standards. The potential right-of-way acquisitions, displacements, and relocations were then determined based on the conceptual engineering. The engineering also included potential locations for stations, traction power substations (TPSS), detention basins, construction staging areas, and storage and maintenance locations. METRO Real Estate, using Harris County Appraisal District (HCAD) database and field reconnaissance, determined the potential partial or full acquisitions and potential displacements by land use type Long-Term Effects No Build Alternative. The No Build Alternative would not require acquisition of property or relocation of households or businesses. Therefore, there would be no impacts due to acquisition or relocation. LPA. The LPA would require acquisition of approximately 23 acres from approximately 212 parcels in the study area and the relocation of 168 businesses and residences. The LPA alignment has been developed to minimize acquisition and displacement of homes and businesses by constructing the LRT primarily in existing roadway rights-of-way; it is estimated that only seven full parcels will be acquired. Table 3-17 provides a summary of the displacements and acquisitions needed to implement the LPA. Potential displacement and right-of-way acquisitions for the LPA are shown on the engineering drawings in Appendix E in Volume 3 and Table 3-18 provides a listing by address. This listing is preliminary and is subject to change as the design of the project proceeds into final design. These displacements will not disproportionately affect low-income or minority populations. Table 3-17 LPA Right-of-Way Acquisition Summary Impacted Parcels # of Relocations Number of Parcels Impacted # of Full Parcel Acquisitions Commercial Residential* Source: METRO Real Estate, March 2009 and September 2009 * Includes single and multi-family residential ** Includes commercial and residential uses Potential acquisitions and displacements are expected at signalized intersections and at some of the transit stations. Every transit station located in the street will have a traffic signal. Additional right-of-way will be needed to accommodate left-turn lanes at key signalized intersections. As described in Section , 19 transit stations are included in the LPA. With the exception of the Hillcroft Transit Center and Eastwood Transit Stations, each station will require the acquisition of right-of-way to accommodate the footprint of the station and the left-turn bays at the signalized intersection for each station. Government Religious Mixed-Use** Vacant Commercial Residential* Mixed-Use** January

146 Chapter 3 University Corridor Table 3-18 LPA Displacements and Acquisition by Address Number of Full or Partial Number of Structures Property Location Land Use Acquisition Occupied Relocations Displaced 0000 Westpark Drive Commercial Partial Yes Southwest Freeway Government Partial Yes 0 0 Southwest Corner of Renwick Vacant Partial No 0 0 And Westpark Drive Harris County Tollroad Government Partial Yes South Rice Avenue Commercial Partial No Westpark Drive Government Partial Yes 0 0 Newcastle Westpark Commercial Partial Yes 0 0 Drive Westpark Cummins Commercial Partial No 0 0 Street 3809 Southwest Freeway Commercial Partial Yes Richmond Avenue Commercial Partial Yes Weslayan (Northwest Commercial Partial Yes 0 0 Corner of Richmond and Cummins) 3788 Richmond Avenue Religious Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 3764 Richmond Avenue 8 Greenway Plaza Commercial Partial Yes Greenway Plaza 3707 Richmond Avenue Commercial Partial Yes Buffalo Speedway Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Audley Street Vacant Full No Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes 0 0 Madison Place Townhomes Residential Partial Yes 0 0 Common Area 2706 Richmond Avenue Commercial Partial Yes January 2010

147 University Corridor Chapter 3 Table 3-18 (continued) LPA Displacements and Acquisition by Address Number of Full or Partial Number of Structures Land Use Acquisition Occupied Relocations Displaced 2630 Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Kirby Drive Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 2239 Richmond Avenue 2235 Richmond Avenue Commercial Partial Yes Richmond Avenue Vacant Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 2219 Richmond Avenue 2205 Richmond Avenue Commercial Partial Yes Richmond Avenue 2211 Richmond Avenue 2211a Richmond Avenue 2211b Richmond Avenue 2213 Richmond Avenue 2206 Richmond Avenue Residential Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 2142 Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 2133 Richmond Avenue 2131 Richmond Avenue 2129 Richmond Avenue 2121 Richmond Avenue 2100 Richmond Avenue 2115 Richmond Avenue Commercial Partial Yes Richmond Avenue 2111 Richmond Avenue 3601 S. Sandman Street 3607 S. Sandman Street 2107 Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 2122 Richmond Avenue 2108 Richmond Avenue Commercial Partial Yes 2 1 January

148 Chapter 3 University Corridor Table 3-18 (continued) LPA Displacements and Acquisition by Address Number of Full or Partial Number of Structures Property Location Land Use Acquisition Occupied Relocations Displaced 3514a S. Shepherd Drive Commercial Partial Yes b S. Shepherd Drive 3514c S. Shepherd Drive 3516 S. Shepherd Drive 3518 S. Shepherd Drive 3520 S. Shepherd Drive 3519 S. Shepherd Drive Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 2002 Richmond Avenue Residential Partial Yes S. Shepherd Drive Commercial Partial Yes Richmond Avenue 2045 Richmond Avenue Commercial Partial Yes Richmond Avenue Mixed Use Partial Yes Richmond Avenue 1959 Richmond Avenue Residential Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Vacant Partial No Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 4205 Woodhead Street Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue 1732 Richmond Avenue Residential Partial Yes Richmond Avenue Vacant Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Government Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Mixed Use Partial Yes Richmond Avenue Residential Partial Yes January 2010

149 University Corridor Chapter 3 Table 3-18 (continued) LPA Displacements and Acquisition by Address Number of Full or Partial Number of Structures Property Location Land Use Acquisition Occupied Relocations Displaced 1630 Richmond Avenue Mixed Use Partial Yes Richmond Avenue 1620 Richmond Avenue 1643 Richmond Avenue Commercial Partial Yes Richmond Avenue 1635 Richmond Avenue Commercial Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 1621 Richmond Avenue 1613 Richmond Avenue 1601 Richmond Avenue 1612 Richmond Avenue Vacant Partial No Richmond Avenue Residential Partial Yes Richmond Avenue Mixed Use Partial Yes Mandell Street Commercial Partial Yes Richmond Avenue 1400 Richmond Avenue Residential Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Government Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Full Yes Mt. Vernon Street Residential Partial Yes Richmond Avenue Vacant Partial No Richmond Avenue Vacant Partial No Graustark Street Commercial Partial No Richmond Avenue #2 Residential Partial Yes Richmond Avenue #3 Residential Partial Yes Richmond Avenue #4 Residential Partial Yes Richmond Avenue #5 Residential Partial Yes Richmond Avenue #6 Residential Partial Yes Yoakum Street Commercial Partial Yes Richmond Avenue 0000 Richmond Avenue Vacant Partial No Richmond Avenue Commercial Partial Yes Montrose Boulevard Commercial Partial Yes Richmond Avenue Mixed Use Full Yes Richmond Avenue 819 Richmond Avenue Mixed Use Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue 811 Richmond Avenue Mixed Use Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial No 0 0 January

150 Chapter 3 University Corridor Table 3-18 (continued) LPA Displacements and Acquisition by Address Number of Full or Partial Number of Structures Property Location Land Use Acquisition Occupied Relocations Displaced 718 Richmond Avenue Mixed Use Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Residential Partial Yes Richmond Avenue Commercial Partial Yes Richmond Avenue Commercial Partial Yes Greeley Street Residential Partial Yes Greeley Street Residential Partial Yes Greeley Street Residential Partial Yes Jack Street Residential Partial Yes Richmond Avenue Vacant Partial No Richmond Avenue Vacant Full No Richmond Avenue Commercial Partial Yes Richmond Avenue Vacant Partial No Richmond Avenue Commercial Partial Yes Richmond Avenue 4400 Main Street Vacant Partial No Fannin Street Commercial Partial Yes San Jacinto Commercial Partial Yes San Jacinto Commercial Partial Yes San Jacinto Commercial Partial Yes San Jacinto Commercial Partial Yes Austin Street Commercial Partial Yes Austin Street Mixed Use Partial Yes Wheeler Street 1405 Wheeler Street 1407 Wheeler Street 1409 Wheeler Street Mixed Use Partial Yes Wheeler Street Residential Partial Yes Wheeler Street Mixed Use Partial Yes La Branch Street Mixed Use Partial Yes Wheeler Street Residential Partial Yes Wheeler Street Residential Partial Yes Crawford Street Residential Partial No Caroline Street Vacant Partial No Wheeler Street 4402 Austin Street Mixed Use Partial Yes Wheeler Street Residential Partial Yes Wheeler Street Residential Partial Yes Wheeler Street Residential Partial Yes Wheeler Street Residential Partial Yes Wheeler Street Residential Partial Yes La Branch Street Residential Partial Yes La Branch Street Commercial Partial Yes Wheeler Street Vacant Partial No Crawford Street Residential Partial No Crawford Street Residential Partial No January 2010

151 University Corridor Chapter 3 Table 3-18 (continued) LPA Displacements and Acquisition by Address Number of Full or Partial Number of Structures Property Location Land Use Acquisition Occupied Relocations Displaced 4406 Crawford Street Residential Partial No Crawford Street Residential Partial No Crawford Street Residential Partial No Crawford Street Mixed Use Partial Yes Wheeler Street Residential Partial Yes Wheeler Street Mixed Use Partial Yes /2 Wheeler Street 1612 Wheeler Street Mixed Use Partial Yes Wheeler Street Government Partial Yes Almeda Street Commercial Partial Yes Wheeler Street Residential Partial Yes Wheeler Street Mixed Use Partial No Wheeler Street 4320 Almeda Street Commercial Partial Yes Almeda Street Commercial Partial Yes Wheeler Street Mixed Use Partial Yes Wheeler Street SH Wheeler Street Government Partial No Hutchins Street Residential Partial* No Barbee Street Residential Full Yes Cleburne Street Government Partial No Cleburne Street 4012 Dowling Street Commercial Partial Yes Dowling Street Commercial Partial Yes Alabama Street Residential Partial Yes Alabama Street Vacant Partial Yes Alabama Street Residential Partial Yes Alabama Street Vacant Partial No Alabama Street Residential Partial Yes Alabama Street Commercial Partial Yes Delano Street Commercial Partial Yes Alabama Street 2810 Alabama Street Government Partial Yes Alabama Street 2816 Alabama Street 2820 Alabama Street 2900 Alabama Street 2904 Alabama Street 2908 Alabama Street Vacant Partial No Alabama Street Commercial Partial Yes Alabama Street 3010 Alabama Street 3016 Alabama Street 3018 Alabama Street 3020 Alabama Street 3022 Alabama Street Residential Partial Yes 6 4 January

152 Chapter 3 University Corridor Table 3-18 (continued) LPA Displacements and Acquisition by Address Number of Full or Partial Number of Structures Property Location Land Use Acquisition Occupied Relocations Displaced 3024 Alabama Street Vacant Partial No Alabama Street Vacant Partial No Alabama Street Commercial Partial Yes Alabama Street 3130 Alabama Street 3803 Briley Street Residential Partial Yes Alabama Street Residential Partial Yes Alabama Street Residential Partial Yes Alabama Street Government Partial Yes 0 0 Alabama Street Scott Street Government Partial Yes 0 0 Elgin Street 0000 Scott Street Government Full Yes 0 0 Frontage Road of SH Government Partial Yes 0 0 Elgin Street 4500 Gulf Freeway Commercial Partial Yes Gulf Freeway Government Full Yes 0 0 Totals Source: METRO Real Estate, March 2009 and September 2009 * Parcel is not being acquired cost to cure only The auxiliary storage and maintenance facility will provide overnight storage, light maintenance, and washing for up to 29 vehicles. This will be located on METRO-owned right-of-way at the Hillcroft Transit Center. Heavy maintenance would take place at existing yard and shop on the METRORail Red Line via a service connection at the Wheeler Station. Sites for 12 TPSSs will be required at approximately one-mile intervals along the alignment to supply electrical power to the traction power networks. TPSSs do not generate electricity; the substations change the electrical current to an appropriate level to power the LRT vehicles. The proposed locations for these substations are listed in Table 2-14 in Section and shown in Appendix E in Volume 3. The proposed substations have been sited to minimize impacts to the surrounding properties; however, the locations are subject to change during final design. Additional property for the detention facilities and drainage system will not be required. Detention facilities will be included within the existing property for the Hillcroft Transit Center and the property needed for the Newcastle Station will require detention. The proposed substations, communication instrument house (CIH), and detention basin locations have been sited to minimize impacts to the surrounding properties; however, the locations are subject to change during final design. METRO would track any changes in the proposed locations and identify mitigation, if needed. If significant changes to locations of the TPSSs or detention basins would result, the impacts would be addressed in the appropriate level of supplemental National Environmental Policy Act (NEPA) review and documentation, as determined by the FTA January 2010

153 University Corridor Chapter 3 TSM/Baseline Alternative. The TSM/Baseline Alternative would require minimal acquisition of property or relocation of households or businesses. Potential displacement and right-ofway acquisitions are summarized in Table 3-19 by property type. Table 3-19 Potential Acquisitions and Displacements (Other Build Alternative Considered) Relocated Impacted Properties Establishments Number of Properties Impacted Full Property Acquisitions with Relocation Total Acreage Needed Commercial Segment/ Alternative Segment I Hillcroft Transit Center to Weslayan Street TSM/Baseline Alternative Richmond/Westpark (Greenway Plaza) Richmond/U.S. 59/ Westpark (Kirby) Segment II Weslayan Street to Main Street TSM/Baseline Alternative Richmond/Westpark (Greenway Plaza) Richmond/U.S. 59/ Westpark (Kirby) Segment III Main Street to Eastwood Transit Center TSM/Baseline Alternative Alabama (U.S. 59/ Alabama/UH) Wheeler (Ennis/Elgin/ Eastwood Transit Center Wheeler (Ennis/ Alabama/UH) Storage and Inspection Facility Renwick Source: METRO Real Estate April 2007 Note: The final number of properties affected would be dependent on and influenced by engineering design decisions made during the Preliminary Engineering (PE) and final design phases of the University Corridor project. If significantly more right-ofway would be needed, the impact would be addressed in a supplemental FEIS. Full acquisitions are specified when a substantial portion of the property is needed, a substantial portion of a building on the property would be affected, or the current use would be substantially affected. Partial acquisitions are specified when a small portion of property is needed that would minimally affect the property or its use. "Affected Properties" includes both full and partial acquisition. Other Build Alternatives Considered. The other Build Alternatives considered also would require acquisition of private properties and relocation of businesses and persons residing in the study area, as shown in Table The acquisitions and displacements would vary by alignment but be the same for LRT and BRT-Convertible. The alignment alternatives have been developed to minimize acquisition and displacement of homes and businesses by Residential Government Religious Vacant Total Commercial Residential Religious Total January

154 Chapter 3 University Corridor constructing the fixed guideway primarily in existing roadway rights-of-way. However, the Build Alternatives would still require the acquisition of property that may be vacant or occupied by residences and businesses, thereby causing displacements. Potential displacement and right-of-way acquisitions were shown on the April 2007 conceptual engineering drawings included in Appendix E in Volume 3 of the July 2007 DEIS. These displacements would not disproportionately affect low-income or minority populations. Potential acquisitions and displacements are expected at signalized intersections and at some of the transit stations located in the street. Every transit station located in the street would have a traffic signal. Additional right-of-way may be needed to accommodate left-turn lanes at key signalized intersections. As described in Section , transit stations are proposed for the other Build Alternatives considered. With the exception of the Hillcroft Transit Center and Eastwood Transit Center Stations, each station would require the acquisition of right-of-way to accommodate the footprint of the station and the left-turn bays at the signalized intersection for each station Short-Term Construction Effects No Build Alternative. There would be no property acquired under the No Build Alternative. LPA. Properties along the LPA could experience accessibility impacts during certain times during construction due to minor detours for through traffic. In most cases, the construction of the project will cause a short-term economic impact to the area due to access restrictions, general inconveniences to patrons, and temporary blocking of adjoining roadway intersections. Businesses and residences with driveway access to Westpark Drive, Cummins Street, Richmond Avenue, Wheeler Street, Hutchins Street, Cleburne Street, Dowling Street, Alabama Street, Scott Street, Elgin Street, and Lockwood Street could experience temporary impacts to access during construction. The most severe impact will occur at locations that have only one access point. Once construction is complete, access will be restored. TSM/Baseline Alternative. The TSM/Baseline Alternative involves adding bus stops at locations described earlier. Properties in the immediate area of the new bus stops could experience accessibility impacts during certain times during construction due to minor detours for through traffic. Once construction is complete, access will be restored. Other Build Alternatives Considered. The other Build Alternatives considered would have the same short-term construction impacts as the LPA Mitigation Implementation of the property acquisition and relocation program for qualified displaced persons and businesses will be guided by the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended. Within this framework, the availability of adequate, decent, safe, and sanitary housing for displaced residents and suitable locations and/or facilities for displaced businesses will be determined. All new locations must be available on an open occupancy basis and at costs affordable to those displaced. Property owners will be paid fair market value for property acquired. Right-ofway needs will be refined during the design process and will not be finalized until design is complete January 2010

155 University Corridor Chapter 3 METRO will be responsible at the local level for administering the Uniform Relocation Assistance and Real Property Acquisition Policies Act. METRO s Real Estate Management Guidelines, Revision 8, 11/15/09, specifies comprehensive policies and procedures and will provide persons being displaced by the project a relocation specialist who will guide them through the relocation process and ensure that all persons to be relocated will receive all benefits for which they are eligible. Assistance will be provided to find replacement properties, provide for moving of personal items, and assist in filing claims for reimbursement of eligible expenses. Advisory services will be provided for all persons affected by the project. A Relocation Plan will provide the relocation specialist with the necessary foundation from which to develop the individual course of advisory services for each displacee to ensure the fair, uniform, and equitable treatment of persons and businesses displaced by the project. This relocation plan will be consistent with requirements established by the Uniform Relocation Assistance and Real Property Acquisition Policies Act. METRO will provide relocation specialists who will implement the Relocation Plan. This team of professionals will work together to assure the prompt and successful relocation of the affected residential and non-residential displacees. The relocation process will begin when a parcel is identified as having a displacee(s). All displacees are eligible for advisory services. The relocation specialist will accompany the appraiser on the inspection of the property being acquired. At this first contact the relocation specialist will schedule an appointment with the owner to discuss the relocation program. If the property is occupied by tenants, the specialist will ask the property owner for tenant contact information to meet with the tenants and explain their benefits to them. The specialist will then contact the tenants and schedule an appointment with them to explain the relocation program. At the meeting with the owner/tenant, the specialist will explain the relocation program, gather information that will help determine the benefits that they may be eligible for, and provide them a relocation brochure. For residential relocations, Federal law requires that comparable replacement dwellings be available before residential displacements occur. METRO s relocation team will determine what comparable replacement housing is available. Moving expenses will be reimbursed for actual and reasonable related costs incurred in moving, if a scheduled move cost reimbursement is not elected. This assistance is available to all persons in residential units that will be acquired if they are U.S. citizens or legally present in the United States (these services may be available to persons not legally present if it can be documented that not doing so will create an extraordinary hardship). The following is an overview of the relocation process for residential relocations: Search and prepare for available replacement housing for tenant- and owner-occupied units. Compile a data base showing cost, number of bedrooms, number of baths, square feet and features of the dwellings. Research available resources for handicapped individuals as needed. Calculate replacement housing supplemental benefit using comparable dwellings currently available in the market. Provide advisory services with the 90-Day Notice and Letter of Eligibility discussing relocation benefits and the process for claiming them. Obtain moving bids. Prepare claim forms for displacee s signature. Prepare and route check requests for eligible claims. January

156 Chapter 3 University Corridor Issue the 30-Day Notice to Vacate when the property is acquired. If the property cannot be acquired through negotiations, the notice is given after possession is secured by commissioners hearing. Take photos of the replacement dwelling and complete a report indicating that a replacement dwelling is decent, safe and sanitary pursuant to the Uniform Relocation Act. Prepare a Report of Property Acquired advising Property Management of possession of the property. Maintain detailed relocation logs for each visit or contact the displacee. The relocation specialist will be available to METRO for all appeals and hearings for their expert testimony and to verify the content of their discussions with the displacee. For non-residential displacements, moving expenses will be reimbursed for actual and reasonable related costs incurred in moving. The following is an overview of the relocation process for non-residential relocations: Complete a business survey to determine the needs of the displacee. Provide a 90-Day Notice and Letter of Eligibility. Search market for suitable replacement sites. Take inventory of personal property to be relocated. Obtain moving bids. Prepare claim forms for displacee s signature. Prepare and route check request for moving expenses. Issue the 30-day Letter to Vacate when the property is acquired. If the property cannot be acquired through negotiations, the notice is given after the possession is secured by commissioners hearing. Prepare a Report of Property Acquired advising Property Management of possession of the property. Maintain detailed relocation logs for each visit and note everything discussed with the property owner. The relocation specialist will be available to METRO for all appeals and hearings for their expert testimony and to verify the content of their discussions with the property owner. To help address impacts to businesses during construction, METRO plans to establish a program to assist businesses and mitigate construction impacts. METRO is committed to working with small businesses along the five corridors to help them during construction of the project. Efforts may include marketing assistance, technical support, 24-hour communication access, construction mitigation, and coordination of other community resources. Business mitigation will include, but may not be limited to, modified scheduling of work, segmentation of construction work, maintenance of business access, and other initiatives that match Houston METRO requirements and have been implemented successfully in other transit extension programs. 3.4 CULTURAL RESOURCES Cultural resources are varied and include buildings, sites, structures, objects, landscapes, and districts that embody significant aspects of local, state, or national history. This section enumerates those historical and archeological resources identified within the Area of Potential Effect (APE) of the project January 2010

157 University Corridor Chapter Legal and Regulatory Context Projects that are Federally permitted, licensed, funded, or partially funded with Federal money must comply with Section 106 of the 1966 National Historic Preservation Act (NHPA). Section 106 requires that every Federal agency take into account the undertaking s effects on historic properties. Furthermore, Section 106 requires Federal agencies to seek comments from an independent reviewing agency, the Advisory Council on Historic Preservation (ACHP). The process for coordinating with the ACHP and meeting the requirements of Section 106 of the NHPA are set forth in Federal regulation at 36 CFR Part 800. The process includes planning for public involvement, identification of historic resources, assessment of affects, and resolution of adverse effects. For Section 106 purposes, any property listed in or eligible for listing in the National Register of Historic Places (NRHP) is considered historic. The NRHP is an inventory maintained by the Secretary of the Interior. To be considered for listing in the NRHP, buildings, structures, objects, sites, and districts must meet standards of historic significance defined by the Keeper of the National Register (36 CFR 60). A property must be evaluated within its historic context and it must retain characteristics that make it a good representative of properties associated with that aspect of the past (U.S. Department of the Interior, 1998). The NRHP Criteria for Evaluation state that: The quality of significance in American history, architecture, archaeology, engineering, and culture is present in districts, sites, buildings, structures, and objects that possess integrity of location, setting, design, materials, workmanship, feeling, and association, and: (A) (B) (C) (D) Are associated with events that have made a significant contribution to the broad patterns of our history; or Are associated with the lives of persons significant in our past; or Embody the distinctive characteristics of a type, period, or method of construction or that represent the work of a master, or that possess high artistic values, or that represent a significant and distinguishable entity whose components may lack individual distinction; or Have yielded or may be likely to yield information important in prehistory or history. In addition to being significant under one or more of the criteria previously listed, a NRHP site must also retain historic integrity of those features necessary to convey its significance (U.S. Department of the Interior 1998:3). The Keeper of the National Register has identified and defined seven aspects of integrity by which potential candidates for the NRHP must be measured (U.S. Department of the Interior 1998:44-45): Location is the place where the historic property was constructed or the place where the historic event occurred. Design is the combination of elements that create the form, plan, space, structure, and style of a property. Setting is the physical environment of a historic property. Materials are the physical elements that were combined or deposited during a particular period of time and in a particular pattern or configuration to form a historic property. Workmanship is the physical evidence of the crafts of a particular culture of people during any given period in history or prehistory. Feeling is a property s expression of the aesthetic or historic sense of a particular period of time. January

158 Chapter 3 University Corridor Association is the direct link between an important historic event, person, or period and a historic property. The Antiquities Code of Texas (ACT) (Texas Natural Resources Code of 1977, Title 9, Heritage, Chapter 191) established the Texas Historical Commission (THC) as the legal custodian of cultural resources, historic and prehistoric, within the public domain of the State of Texas (Section ). The authority of the THC extends to designation and protection of State Archeological Landmarks (SAL), which can be historic buildings and structures, shipwrecks, or archeological sites. Cultural resources located on land owned or controlled by the State of Texas, or one of its cities or counties, or other political subdivisions, are protected by the ACT. Under the ACT, any historic or prehistoric property located on publicly owned land may be determined eligible as a SAL. Conditions for formal landmark designation are covered in Chapter 26 of the THC Rules of Practice and Procedure for the ACT. Groundbreaking activities affecting public land must be authorized by the THC Department of Antiquities Protection (DAP). Authorization includes a formal antiquities permit, which stipulates the conditions under which survey, discovery, excavation, demolition, restoration, or scientific investigations would occur. The law contends that a structure or building located on state land has historical interest if it: Was the site of an event that has significance in the history of the U.S. or the State of Texas. Was significantly associated with the life of a famous person. Was significantly associated with an event that symbolizes an important principle or ideal. Represents a distinctive architectural type and has value as an example of a period, style, or construction technique. Is important as part of the heritage of a religious organization, ethnic group, or local society [Section (b)]. Part II of Title 13 of the Texas Administrative Code (TAC) includes a chapter governing the practice and procedure of the THC (13 TAC 26). Section 26.7 of this chapter states that a historic resource can be designated a SAL if it: (1) is publicly or privately owned and listed in the NRHP and (2) meets one or more of the following six eligibility criteria: Associated with events that have made a significant contribution to the broad patterns of our history. Associated with the lives of persons significant in our past. Important to a particular cultural or ethnic group. The work of a significant architect, master builder, or craftsman. Embodies the distinctive characteristics of a type, period, or method of construction, possesses high aesthetic value, or represents a significant and distinguishable entity whose components may lack individual distinction. Has yielded or may be likely to yield information important to the understanding of Texas culture or history. Owner consent for designation of publicly owned properties is not required. Once a resource is considered a SAL, it may not be removed, altered, damaged, or destroyed without a contract or a permit issued for that purpose by the THC. Once this permit is issued, the THC would grant, at maximum, a one-time extension beyond the original time frame for the required investigations January 2010

159 University Corridor Chapter 3 In addition, Federal transportation projects have to consider the project s effects on Section 4(f) properties. A Section 4(f) property is a publicly owned park, recreation area, wildlife management area, or any significant historic property. Regulations prescribing procedures for implementing the Section 4(f) process are found in Section 4(f) of the 1966 DOT Act [23 CRF Section 4(f)]. The Texas State Historic Preservation Officer (SHPO) coordinates state participation in implementing Section 106. In accordance with the ACHP guidelines, METRO and the FTA are consulting with the Texas SHPO on this undertaking. In accordance with Section 106 and on behalf of FTA, METRO has identified those properties that are already listed in, were previously determined eligible for listing in, or appear to be eligible for listing in the NRHP, and has requested SHPO concurrence with these findings Methodology As defined in the Section 106 guidelines, the APE means the geographic area or areas within which an undertaking may directly or indirectly cause changes in the character or use of historic properties, if any such properties exist. The APE is influenced by the scale and nature of an undertaking and may be different for different kinds of effects caused by the undertaking [36 CFR (d)]. In accordance with 36 CFR 800, METRO corresponded on October 17, 2006, with THC to establish the APE and potential historic resource study area and THC concurred on November 16, 2006, (see letters in Appendix D in Volume 2). Discussions resulted in an agreement that the APE would vary according to the proposed use as follows: Adjacent properties for at-grade locations. 200 feet from the fixed guideway centerline in all directions for grade-separated locations. One block in all directions at station locations. To assist the SHPO in determining the existence of undocumented potential historic districts that may include properties in the APE, the SHPO concurred that the historic resources investigation would also: Examine available documentation for historical resources in the adjacent neighborhoods. Perform cursory windshield inspections of adjacent neighborhoods to determine potential likelihood of NRHP eligible districts and estimate the probable boundaries of such districts. Develop a probability statement of historic significance and period of historic significance for each potentially eligible district. Include representative streetscape photos to characterize each potentially eligible district. Project architectural historians also surveyed historic age structures within the APE and analyzed their eligibility for listing on the NRHP in accordance with the evaluation criteria previously defined. Generally, properties that are 50 years old or older are considered historic age. To allow for the project planning and construction phase, this date is The Historic Resources Survey Report was sent to THC in May THC concurred with the eligibility determinations in the report on June 12, 2007, (see Appendix D in Volume 2 for correspondence). A Supplemental Historic Resources Survey Report covering the alignment along Hutchins, Cleburne, Dowling, and Scott Streets was sent to THC in September The report also included a determination of effects to historic properties based on the LPA. THC concurred with the eligibility determinations and effects in the January

160 Chapter 3 University Corridor report on December 12, Also, the ACHP concurred that Appendix A, Criteria for Council Involvement in Reviewing Individual Section 106 Cases, of our regulations, Protection of Historic Properties (36 CFR Part 800), did not apply and that their participation in the consultation to resolve adverse effects would not be required for this project. (See Appendix D in Volume 2 for correspondence). Archeological background studies were conducted online through the Texas Archeological Sites Atlas, and through review of U.S. Department of Agricultural soils data, the Geologic Atlas of Texas, and Historic Sanborn Maps. The background review focused on identification of archeological sites listed on the NRHP, SALs, archeological sites, and previous surveys within the project area. Research also was intended to assess the potential for unrecorded sites to be present Existing Conditions Historic Resources Figures 3-19 and 3-20 show the NRHP listed or eligible properties within the APE. Three previously listed properties and three determined eligible NRHP districts lie within the APE, according to records and files of the THC and the City of Houston, as follows: Sterling-Berry House (#0379), 4515 Yoakum Boulevard (listed in the NRHP 1983) is within one block of the proposed Montrose Station on the Richmond/U.S. 59/Westpark alignment alternative. Houston Negro Hospital (#0086), 3204 Ennis Street (listed in the NRHP 1982) is adjacent to the Wheeler (Ennis/Elgin/Eastwood Transit Center) alignment alternative. Houston Negro Hospital School of Nursing Building (#0087), Ennis Street at Holman Avenue (listed in the NRHP 1982) is on a property adjacent to the Wheeler (Ennis/Elgin/ Eastwood Transit Center) alignment alternative. Third Ward West Historic District (#0001), approximately bounded by Gray Street, Scott Street, St. Emanuel Street, and Alabama Street, (determined eligible for listing in the NRHP 2006) encompasses properties adjacent to the Alabama (U.S. 59/Alabama/UH), Wheeler (Ennis/Elgin/Eastwood Transit Center), and Wheeler (Ennis/Alabama/UH) alignment alternatives. The exact boundaries of the district have not been determined. Per agreement with the THC, the approximate boundaries have been used for the purposes of this study. Third Ward East Historic District (#0002), approximately bounded by IH-45, Leek Street, Elgin Street, and Scott Street (determined eligible for listing in the NRHP 2006) encompasses properties adjacent to the Wheeler (Ennis/Elgin/Eastwood Transit Center) and Wheeler (Ennis/Alabama/UH) alignment alternatives. The exact boundaries of the district are currently being defined in coordination with THC. The exact boundaries of the district have not been determined. Per agreement with the THC, the approximate boundaries have been used for the purposes of this study. Third Ward North Historic District, bounded by Scott Street, Coyle Street, Leeland and Pease Streets, and Sampson and Roberts Streets (determined eligible for listing in the NRHP 2006). The exact boundaries of the district have not been determined. Per agreement with the THC, the approximate boundaries have been used for the purposes of this study. The historic resources survey identified 704 properties 50 years old or older within the APE. Of these, six individual resources are individually eligible for listing on the NRHP, as follows: 3-78 January 2010

161 Cook Ella Lee Kipling Steele Essex Main Norfolk North North Law Rice Swift Watts Wilson Gray Webster Buell Peden Damon Peden Oak Bailey Bomar Bomar Inwood Hopkins Willard Crocker Haddon Waugh Morse Driscoll Hazard Shepherd Pelham Dennis Genesee Willard Nevada Taft Morgan Mason Converse Grant Ridgewood Drew McDuffie Fargo Grant Vermont Brun Huldy Tuam Commonwealth Sharp Chilton Albany Jackson Stanmore Drew Welch Hyde Park Yupon 1308 Richmond (Southwestern Bell Telephone) Park Elmen Spann Bagby Brazoria Bellmeade Parking Lot Pacific Helena Indiana Stratford Michigan Mimosa Avondale Windsor Maryland Dunlavy Fairview Richmond (The Sandman Building) Persa Avalon Rosalie Taft Missouri Haver Elgin Whitney Peckham Cherryhurst Kingston Smith Reba Courtlandt Lovett Missouri Dickey California Kuester Ralph Missouri Westgate Locke San Saba Hawthorne Hawthorne Harold Flora Cameron Berry Burlington Lake Audubon Persa Kipling Yupon Milam Mulberry Mandell Newman Garrott Woodhead Richmond Ave. Modern Commercial District Harold Marshall Marshall Marshall Kipling Travis Roseland Alabama Revere Argonne Brandt Steel Steel Isabella Bute Sul Ross Sul Ross Branard Spur 527 Jack Greeley Stanford Branard McDuffie Branard Branard Main Branard Eagle Brandt Loretto Driscoll Richton Colquitt Lake Richmond Wheeler Rosewood Kirby Kyle Portsmouth 59 Mount Vernon Morningside Main Colquitt Ruth Colquitt Garrott Bonnie Brae Oakley Yoakum Yupon Woodrow Ruth Sandman Revere Norfolk Park Eastside Montrose Norfolk Blodgett Yupon Castle Lexington Arbor Morningside Castle Algerian Wakeforest Norfolk Wentworth Lexington Wentworth San Jacinto Rosedale Travis Portland Chelsea Southwest Wichita Caroline Austin 4515 Yoakum (Sterling-Berry House) Vassar Banks Milford Palm Pinedale Hazard Banks Southmore Barkdull Milford Oakdale Bayard Boulevard Prospect West Bartlett Crawford La Branch Wilton Fannin Parking Lot 11th Dincans South Prospect Binz Calumet Mandell Kent Wilton Wroxton Wakeforest Chenevert Remington Cherokee Wroxton Walkway Wroxton Albans Albans Ewing Ashby Jackson Sunset Hermann Alley Bolsover Quenby Quenby Quenby Nottingham Dunstan Tangley Robinhood Quenby Quenby Concert Parking Lot Parking Lot Bolsover Tangley Robinhood Rice Kelvin Hermann Lake Alumni Whitney Morningside Tangley Tangley Tangley Plumb Parking Lot Dunstan Fordham Belmont Bolsover Oute r Belt Loop Annapolis Charlotte Zoo C Fannin Main Greenbriar Times Jarrard ircle Herm ann Loop Lake Georgetown Zoo Circle Walkway Chaucer Village Farm-To-Market Road 521 Amherst Amherst Shakespeare Fenwood MacGregor Golf Course Ben Taub Ross Sterling University Stockton Dryden Kirby MacGregor Pemberton Cullen Cullen Brompton Lanier Barbara Addison Montclair Vanderbilt School Addison Carolina Robinhood Nottingham Huntingdon University Avalon River Oaks Main Audley Lafayette South Parking Lot Audley Buffalo Speedway Duke Colquitt Bissonnet Purdue Danville Parking Lot Rutgers Robinhood Claremont Parking Lot Greenway Albans Tangley Westchester Sewanee Amherst Nottingham Plumb Del Monte Larchmont Edloe Mercer Marquart Edloe County Auburn Sunset Mercer Rice Edloe Virginia Piping Rock Meadow Lake MissouriWickersham Overbrook Amherst Wroxton Harper Portsmouth Georgetown Joanel Nottingham Robinhood Jardin Colquitt Tangley Ingold Plumb Arnold Willow Knollwood ick Inverness Chevy Chase LEGEND University Corridor Alternative Alignments Olympia METRORail Red Line NRHP Listed Property West San Felipe Timber Willowick NRHP Eligible Property Maconda Overbrook Wickersham Locke Locke Westheimer Saint Sutt on Timmons Eastgrove Alley Alley Parking Lot Weslayan La Salle Cummins Whitman Markham Portsmouth Portsmouth Norfolk Southwest US Hwy 59 Westpark Westerman Childress Purdue Drake Syracuse Albans Sunset Sunset Northwestern Lehigh Emory Browning Judson Arnold Arnold Coleridge Marlowe Academy College Rice Milton Milton Milton Amherst Amherst Auden Figure 3-19: Historic Resources Weslayan St. to Main St. METRO University Corridor Miles Data Source: Hicks & Co. (2007) University Swarthmore Byron Case Case Byron

162 Cook Avenue I Drennan Kendall Oak Smith Brazos Bagby Bryan Canal Maplewood Bell Brady 59 Hunt Garrow Harrisburg Delano Stiles Sidney Estelle Preston Everton Hutcheson Roberts Ennis Bailey Willard Burr Hagerman Jenki ns Garrow Genesee Welch Menard Velasco Capitol Chartres Clay Rusk Stiles Eastwood Jenkins Grace Live Oak Dallas Paige Pierce I 45 Sherman Wilmer York Saint Charles Clay Chenevert Jefferson Super Pease St Joseph Bremond McGowen Albany Fargo Hadley Texas Capitol Webster Mason Lockwood Hagerman Sampson Ennis Nagle Hamilton Dennis Taft Bell Drew Hyde Park Adams Bryan Milam Burr Felix Bob Super Lamar Clay Saint Emanuel US Hwy 59 Gray Louisiana Tuam Polk Third Ward West Historic District Crawford Main Helena Stratford Capitol Milby Jackson McIlhenny Bremond LEGEND Capitol Oakhurst Avondale Texas Travis Taft Capitol Eastwood McIlhenny Stiles Dallas Lamar Rusk Eastex Bremond Dennis Walker Caroline Drew Anita Rosalie Texas Pease McKinney Woodleigh McIlhenny University Corridor Alternative Alignments METRORail Red Line NRHP Listed Property Courtlandt Edgewood Fashion Clay Dallas Denver Nagle Parking Lot NRHP Eligible Property Milby Park Third Ward East Historic District Houston Negro Hospital Hawthorne Tomwood Webster Bremond Walker Bastrop US Hwy 59 Delmar Curtin Telephone Dallas Bell Hadley Rusk Sidney Stuart Chaco McIlhenny Dennis Anita Lenox Eddington I 45 Drew Rosalie Francis Fannin Flora W ood side Burlington Clay Gray Berry Audubon Tuam Elgin Marshall Park Eastwood Oakland Bell Coyle Webster Trulley Elm Fashion Anita Leeland Hadley Drew Houston Negro School of Nursing Anita Holman Winbern Clay Berry Truxillo Garrott Altic Bell Ingeborg Trulley Webster Stuart Brandt Bute Sul Ross Pease Alabama McIlhenny Southwest Baird Gustav Bremond Briley Brailsfort Spur 527 Ernestine Harby Dennis Nagle Hutchins Eastex Freeway Service Francis Branard Clay Bell Jefferson Francis Bell Hauser Coyle Hadley Pease Burkett Eastex Freeway Service Winbern Jackson Truxillo Colquitt Stimson Jefferson Saint Emanuel Winbern Isabella Parking Lot Main Elliott Jefferson Bremond Pease Jackson Isabella Lindsay Elliston Eddington Richmond Barbee Henninger Claremont Elliott Wesley Parking Lot Bremond Chenevert Brandt McGowen Sampson Eagle Travis Mable Diez Mulford 45 Lucinda Napoleon Canfield Bastrop Berry Winbern Ruth Garrott McGowen Anita Rosalie Isabella Crawford Lawson 59 Beulah Burkett Lawndale Dumble Leek Callie Velasco Telephone Pearson Fourcade Francis Chenevert Barbee Milby Ruth Hillman Exit 44B Francis Chartres Rosewood Elliott Gulf EASTWOOD TRANSIT CENTER Rugley Beulah Sauer Nagle Truxillo Simmons Cleburne Crawford Rosewood San Jacinto Arbor Wentworth Travis Rosedale Winbern Lawson Godwin Parking Lot Berry Parking Lot Isabella Holman Reeves Dowling Scharpe Nettleton Berry Wentworth Munger Adair Delano Bastrop Wichita Palm Parking Lot Sanders Nalle Winbern La Branch Austin Lombardy Exit 44A Par k Winbern Eagle Arbor Caroline ing Lot Barbee Wheeler Rosewood Almeda Tellepsen Napoleon Canfield Attucks Jackson Kolfahl Gulf Central Canada Dry Adair State Hwy 5 Scott Sampson Cobb Cuney Ruth Gulf State Hwy 5 Oakdale Nettleton Ennis Crawford Live Oak Palm Jean Exit 43A Entrance 14 Parking Lot Schlumberger Starway Parking Lot Parking Lot Attucks 288 Calhoun Cullen Munger Yates High School Cuney Homes Alabama (Alabama Shotguns) Third Ward South Historic District Southmore Oakdale Jean 1906 Cleburne (HISD Contemporary Learning Center) Wichita Prospect South Chenevert Binz Calumet Arbor Parking Lot Parking Lot Parking Lot Canfield Hermann Des Jardines Parking Lot Cougar Wichita Rosewood Chartres Entrance Universi ty - En trance Palm Ruth Hansford Parking Lot Varsity Arbor Binz Blodgett Prospect State Hwy 288 State Hwy 288 Ewing Parking Lot Wichita Harvest Palmer Collier Univ Oaks Fiesta Rockwood Parking Lot Wentworth Riverside Wichita Arbor South Farm-To-Market Road 521 Miles Golf Course Data Source: Hicks & Co. (2007) Graduate Faculty Ewing Carrolton Burkett Palm Honey Tierwester Binz Pitzlin Delafield US Hwy 90 Alt Martin Luther King Jr Gertin Grantwood Hancock Calumet MacGregor Scott Ewing Ardmore Camden Roseneath Brock Produce MacGregor Loop Parking L ot Grand Winnetka Blythewood Cullen Bayou Bend MacGregor Calhoun MacGregor Leopold Figure 3-20: Historic Resources Main St. to Eastwood Transit Center METRO University Corridor MacGregor Mystic Charleston