Transportation Project Questionnaire

Major Projects Questionnaire

Project Information

Agency Name	City of Baytown
Project Title	Garth Rd Widening Segment D
Facility/Street/Highway	Garth Rd
Limits	Archer Rd to SH 146
Description	Reconstruction and Widening from 4 to 6 11 ft. lanes with 16 ft. non continuous mediansfor access management and right turns in some locations; 6.5 ft sidewalk on east side and 10 ft shared use path on west side
Timeframe	Short Term (0-5 Years)
Estimated Cost	$105,000,000.00

Regional Transportation Plan Goals

1. Please provide narrative describing how the proposed project supports all goals established in the Regional Transportation Plan (2045 RTP).

The primary purpose of the Garth Road Segment C, D, E, and F improvements is to address existing issues regarding the five Regional Transportation Plan goals: improve safety, achieve and maintain a state of good repair, move people and goods efficiently, strengthen regional economic competitiveness, and conserve and protect natural and cultural resources. Garth Road serves as a hurricane evacuation route, and provides Baytown residents access to employment centers, commercial and retail businesses, and emergency services. Segments A and B (the first two phases) of Garth Road have received funding through H-GAC (CSJ 0912-72-359) and the City is looking to reconstruct the rest of Garth Road extending to SH 146. The proposed improvements aim to facilitate mobility for anticipated population growth in Harris County, enhance safety for the traveling public, mitigate flooding along the corridor, connect low-income households to essential services along Garth Road, and provide an opportunity for safe and affordable transportation choices. To improve safety various countermeasures are being implemented to reduce crashes. The improvement of traffic signals, addition of turn lanes at certain intersections, and lengthening of turn lanes at certain intersections individually may reduce intersection related crashes. The addition of pedestrian signals, pedestrian crosswalks, and continuous sidewalk may reduce pedestrian and bike related crashes. The continuous sidewalks are expected to have a particularly high impact on the prevention of crashes along the corridor. The addition of a raised median, removing existing ditches and flattening the side slopes, safety treating fixed objects, addition of safety lighting, and new pavement markings may reduce non-intersection crashes along the corridor. Overall crashes along the corridor may be reduced by 66%. To manage and mitigate congestion widening Garth Road to increase capacity will improve traffic mobility and reliability along the corridor will also improve transit performance, increasing the attraction of this alternate mode of transportation and encouraging additional mode shift. To ensure strong asset management and operations a condensed construction schedule, with segments constructed in consecutive years, will reduce mobilization costs and streamline utility coordination. Furthermore, asset management and maintenance burdens will be reduced due to the uniform period of construction. To strengthen regional economic competitiveness widening Garth Road will increase capacity along Garth Road will improve system performance and alleviate congestion along adjacent freight routes. Garth Road is a critical north-south roadway within the City of Baytown that serves as the primary commercial corridor, and connects two major highways (I-10 and TX-146). The commercial developments along Garth Road rely on the efficient movement of goods to sustain business. The traffic on Garth Road is comprised of five percent truck traffic, which indicates that the corridor is utilized for the last-mile transfer of goods. Garth Road is one of the most important employment corridors in the City of Baytown. Data from 2019 shows almost 8,000 jobs centered in the corridor. To address conserving and protecting natural and cultural Resources the entirety of the Garth Road Corridor project (Segments A - F) has been environmentally cleared by TxDOT as an Open-ended D-list Categorical Exclusion. Access management, additional turn lanes at intersections, signal timing adjustments to reduce vehicle delay, stops, and idling. This results in fewer gallons of gasoline consumed during peak hour. Emissions are directly correlated with gasoline consumption. Improved pedestrian, bicycle, and transit infrastructure is expected to reduce vehicle mode share and reducing vehicle-miles will reduce air pollution.

Regional Significance

1. Is the project a Roadway Project or a Transit Project?

Roadway

1a. For Roadway projects, this project is located on a facility functionally classified as a:

Principal Arterial or Higher Functional Class

Potential Crash Reductions

1. What is the existing fatality crash rate at the project location? Regional crash data is available online at crash data viewer. H-GAC staff will provide assistance in calculating the crash rates upon request.

1.489 per 100 Million Vehicle Miles Traveled

2. What is the existing serious injury crash rate at the project location? Regional crash data is available online at crash data viewer. H-GAC staff will provide assistance in calculating the crash rates upon request.

5.955 per 100 Million Vehicle Miles Traveled

3. Please provide a narrative explaining how the proposed project reduces expected fatality and serious injury crashes. Narrative must include specific improvements (work types) included in the project scope. Crash reduction factors associated with specific work types can be found in the safety benefits calculation template. H-GAC staff can provide assistance in gathering the crash reduction factors upon request.

Along the corridor there have been 369 intersection or intersection related crashes over the last 5 years. The improvement of traffic signals (WC 108), addition of turn lanes (WC 519 & 521) at certain intersections, and lengthening of turn lanes (WC 520) at certain intersections individually may reduce relevant crashes by 35%, 25%, and 40% respectively. Along the corridor there have been 12 pedestrian related crashes over the last 5 years. The addition of pedestrian signals (WC 110), pedestrian crosswalks (WC 403), and continuous sidewalk (WC 407) may reduce relevant crashes by 34%, 10%, and 65% respectively. The continuous sidewalks (WC 407) are expected to have a particularly high impact on the prevention of KA crashes along the corridor. Based on the CRF and crash history, this improvement may prevent 3.3 KA crashes over 5 years. Along the corridor there have been 747 non-intersection or driveway related crashes over the last 5 years. The addition of a raised median (WC 203), removing existing ditches and flattening the side slopes (WC 204), safety treating fixed objects (WC 209), addition of safety lighting (WC 304), and new pavement markings (WC 401) may reduce relevant crashes by 25%, 5%, 50%, 49%, and 20% respectively. Based on the CRF and crash history, this installation of safety lighting (WC 304) may prevent 2 KA crashes over 5 years. There is limited guidance on accurate means of estimating the combined crash reduction impact of multiple improvements. The HSM recommends multiplying CMF, however research shows this method tends to overestimate the combined crash reduction. CMF Clearinghouse outlines several alternative methods including the Turner Method (Method 4.4) which applies a reduction factor of 2/3 to the product of multiple CMFs. Based on the Turner Method, the proposed improvements may reduce intersection related crashes by 50%, pedestrian crashes by 53%, and non-intersection crashes by 57%. Overall crashes along the corridor may be reduced by 66%.

Potential Congestion Reductions

1. Is the project located on a facility listed on Texas 100 most congested roads list?

1b. If no, please provide the existing peak period travel time index (TTI) of the facility where proposed project is located.

1.0 – 1.25

1b-i. Provide a narrative describing the existing congestion where proposed project is located and describe narrative to explain methodology to calculate existing TTI.

The Existing Travel time index was developed using Texas A&M Transportation Institute’s congestion management tool (COMPAT).

2. Please provide a narrative explaining how the proposed project reduces congestion. Narrative must include specific improvements (work types) included in the project scope.

Existing (four-lane) Garth Road is at capacity with existing volumes of 29,446 vpd. Future traffic volumes are expected to increase with planned area development. Projected 2040 pm peak traffic volumes on the existing Garth Road reports a control delay of 24 s/veh. The proposed widening of Garth Road north of Baker Road will increase the capacity to approximately 45,000 vpd and reduce the projected 2040 pm peak hour control delay to 10 s/veh. Synchro Performance Index, a function of total delay and vehicle stops, reports a decrease from 708.2 in the 2040 No Build scenario, to 346.7 in the 2040 Build scenario. While Segment F will not be widened to avoid negatively impacting adjacent properties, vehicular mobility will be improved by installing raised median, consolidating driveways, and adding dedicated turn lanes at intersections. Improved vehicular mobility will provide access to evacuation routes (I-10 and SH 146), employment centers, and neighborhoods along Garth Road. In addition, drainage improvements including increased storm sewer trunk lines, expanding existing ditches and detention facilities, and optimized inlet spacing, will prevent ponding and allow for more reliable and efficient connections to destinations.

Connectivity to Jobs, Medical Facilities, and Activity Centers

1. Does the proposed project improve or provide new connectivity to jobs within a 1/4 mile buffer of the project location?

Yes

1a. Please provide the number of jobs located within 1/4 mile distance of the project.

14,139

2. Does the proposed project improve or provide new connectivity to a medical facility within a 1/4 mile buffer of the project location?

Yes

3. Does the proposed project improve or provide new connectivity to an activity center within a 1/4 mile buffer of the project location?

Yes

4. Provide narrative describing how proposed project improves or provides new connectivity to jobs, medical facilities, and activity centers.

Garth Road is a critical north-south roadway within the City of Baytown that serves as the primary commercial corridor, that provides Baytown residents access to employment centers, commercial and retail businesses, and emergency services. The improvements include transit stop improvements at Baker Road (Methodist Hospital) and Rollingbrook Drive. Improving traffic mobility and reliability along the corridor will also improve transit performance, increasing the attraction of this alternate mode of transportation and encouraging additional mode shift. The transit line includes four routes with reduced rates for children, seniors, those on Medicare/Medicaid, Disabled, and students. The path is designed for pedestrian and bicycles, providing improved ways to access essential services and businesses along the corridor, particularly for those who cannot, or choose not, to drive. Improved pedestrian, bicycle, and transit infrastructure provides non-vehicle mobility solutions which allows for more dense, walkable development patterns .In addition, drainage improvements including increased storm sewer trunk lines, expanding existing ditches and detention facilities, and optimized inlet spacing, will prevent ponding and allow for more reliable and efficient connections to destinations. Houston Methodist Baytown Hospital is a full-service, acute care hospital located at the intersection of Garth Road and Barker Road. Houston Methodist Baytown recently completed a $250 million expansion in November 2022 with plans for future development. Houston Methodist Baytown Hospital severs as an anchor in the medical district, which is home to Altus Baytown Emergency Room, New Beginnings Women’s Health Care, Women’s Healthcare Center of Baytown, Baytown Pediatrics, Birdsongs Pharmacy and several other health care facilities.

State of Good Repair

1. What is the age of the facility where proposed project is located?

50 years

2. What is the existing condition of the facility.

Fair

3. Please explain how the project improves state of good repair and extends the service life of the facility.

Segments C, D, E, and F have reached the end of their service life and require major drainage improvements and traffic management improvements. Instead of panel replacement, City of Baytown would like to capitalize on the need for reconstruction and reset the life of the road to extend it another 30 years.

Biking and Walking Conditions

1. Please provide a narrative explaining how the proposed project improves walking and biking conditions. Within the narrative, please explain if the proposed project scope includes construction of new or improve existing bicycle and pedestrian infrastructure on project facility or in the vicinity of the project.

A ten-foot shared-use path is proposed on one side of Garth Road for phases C, D, &E; path location was selected based on adjacent lane uses, presence of driveways, and ROW constraints. A six-foot sidewalk is proposed along the other side of Garth Road and along both sides of phase F. The path will replace the discontinuous sidewalk, providing improved ways to access essential services and businesses along the corridor, particularly for those who cannot, or choose not, to drive. All pedestrian facilities associated with the project, including the path and crossings, will be improved to current ADA standards to ensure accessibility for users of all ages and abilities. When completed, the path will be continuous throughout the entire 3.75-mile Garth Road corridor, providing an additional transportation option and safe, convenient access to the inter-local transit system. The sidewalk along Segment F is an essential link in Baytown’s trail network connecting Goose Creek Trail, Crockett Trail Connection, and the San Jacinto Trail.

Impacts to Vulnerable Populations

1. Please enter the Low-Income household population located within 1/4 buffer of the project location. H-GAC staff can assist in gathering the data.

8,148 (Includes low and moderate income per HGAC's ACE viewer)

2. Please enter the Hispanic and Non-Hispanic Minorities household population located within 1/4 buffer of the project location. H-GAC staff can assist in gathering the data.

14,927

3. Please enter the Household Population Under Poverty located within 1/4 buffer of the project location. H-GAC staff can assist in gathering the data.

3,646

4. Please enter the Disabled Persons household population located within 1/4 buffer of the project location. H-GAC staff can assist in gathering the data.

2,282

5. Please enter the Elderly Persons household population located within 1/4 buffer of the project location. H-GAC staff can assist in gathering the data.

976

6. Please enter the Limited English Proficiency household population located within 1/4 buffer of the project location. H-GAC staff can assist in gathering the data.

1,787

7. What is the average Livable Center Need Index within 1/4 buffer of the project location? H-GAC staff can assist in gathering the data.

46.7

8. Please provide a narrative explaining how the proposed project provides benefits to vulnerable populations (benefits include safety improvements, or construction or improvements to ped/bike facilities, or improvements to transit stops.

Segments C, D, E, and F include improvements to pedestrian, bicycle, and transit infrastructure. A ten-foot shared-use path is proposed on one side of Garth Road and a six foot sidewalk is proposed along the other side of Garth Road. When completed, the path will be continuous throughout the entire 3.75-mile Garth Road corridor, providing an additional transportation option and safe, convenient access to the inter-local transit system. The path is designed for pedestrian and bicycles, providing improved ways to access essential services and businesses along the corridor, particularly for those who cannot, or choose not, to drive. All pedestrian facilities associated with the project, including the path and crossings, will be improved to current ADA standards to ensure accessibility for users of all ages and abilities. Harris County Transit Route 1 serves the Garth Road Corridor. Route 1 is an integral part of the regional transit network that serves the over 8,000 jobs along the corridor, including the hospital. Route 1 provides access to the local community college, hospital/medical district, grocery stores, schools, parks, the library, City offices, Police/Fire complexes, retail shops, restaurants, etc. The transit line includes four routes with reduced rates for children, seniors, those on Medicare/Medicaid, Disabled, and students. The corridor improvements include transit stop improvements at Baker Road (Methodist Hospital) and Rollingbrook Drive. Transit stop improvements include seating, shelter for weather protection, and ADA-compliant detectable warning at transit platform.

9. Please provide a narrative explaining how the proposed project avoids or mitigates adverse effects to vulnerable populations. List of adverse effects was provided in detailed criteria document.

Garth has been granted NEPA approval and public engagement was performed during the PER phase to avoid impacts to vulnerable populations.