713-627-3200
Resiliency and State of Good Repair Questionnaire
Project Information
| Agency Name | City of Houston |
| Project Title | Lower Westheimer |
| Facility/Street/Highway | Westheimer Rd. |
| Limits | From Montrose Blvd to Main St |
| Description | Improvements include reconstruction of Westheimer Road and all intersections within the project limits to facilitate safe transportation options for all roadway users, including those walking, biking, taking transit, and driving. The proposed 3-lane cross section will accommodate safe and efficient traffic operations, support Metro BOOST transit improvements, and prioritize space for wide sidewalk areas and pedestrian amenities. Safe crossings for people walking, biking, and taking transit will be provided at regular intervals along the corridor. |
| Timeframe | Short Term (0-5 Years) |
| Estimated Cost | $25,000,000.00 |
Investment Category-Focused Criteria
Roadway
Minor Arterial
The proposed project addresses the issue of prolonged inoperability caused by damaged infrastructure, particularly the deteriorated condition of the travel lanes. The weighted average of the City’s Pavement Condition Index score is 59.467. The current state of the asphalt, marked by extensive cracking and potholes, prompts a significant number of drivers to avoid the outer lanes altogether, effectively transforming the road into a de facto single-lane street in each direction. The road's condition has led to a noticeable avoidance of side-by-side driving due to its state of disrepair, despite being a crucial, cultural, and commercial corridor and hosting the City's highest-ridership local bus (Route 82). This project includes total reconstruction and will be built to the latest City of Houston IDM standards and have a useful life of 50+ years. To address this challenge, the lanes will be reconfigured along the corridor. The project will include the addition of a center turn lane, installation of enhanced crosswalks, slight adjustments to sidewalk widths, relocations of bus stops, adding or lengthening turn bays, and the exclusion of any on-street parking. It aims to facilitate smoother traffic flow by allowing vehicles in need of local business access to use the center turn lane. Additionally, designated right-only lanes that allow only allow buses to continue straight will enhance overall traffic efficiency. The project's strategic investment in the pedestrian realm, coupled with the Walkable Places initiative could reconfigure the corridor to eliminate driveways oriented toward the Westheimer corridor, will effectively reduce conflict points. By addressing these infrastructure deficiencies, the project seeks to minimize inoperability for significant periods and enhance the overall functionality of the road, aligning it with its status as a vital urban corridor. Both modern construction practices and quality materials will significantly extend the service life of the Westheimer/Elgin facility. The redesign and reconstruction of the roadway with high quality concrete paving (replacing the damaged, failing asphalt that currently exists along this segment of Westheimer) are central to the project. Concrete paving provides immediate improvement in the road surface quality and ensures longevity and durability that can withstand the demands of high-traffic volumes and reduces the needs of frequent repairs. The proposed project will also have region-wide impacts. Through creation of a reconstructed and more reliable corridor, Westheimer will be able to function as a more effective relief route for other east-west arterials (including US59/I-69) in the event of a damaged infrastructure on any of those roadways or in an emergency event, major traffic disruption or evacuation scenario.
Auto: 26,949 Ped: 256 Bike: 757 Total: 28,578
44 years
Fair
Yes
The City of Houston’s Capital Projects & Assets Management sections within Public Works are responsible for capital projects and accounting of all fixed assets for the department. The Asset Management Section is responsible for the accounting of all constructed and purchased fixed assets for the department, more than $16 billion in asset value. The section maintains and annually provides detailed information and schedules to the City’s Risk Management Group for insurance purposes. Annual inventory is a key component to ensuring safeguarding of the City’s assets. The City of Houston is well positioned to incorporate all future construction projects into the asset management process and inventory to ensure that capital expenditures are maintained and accounted for appropriately. Please see the following attachments for additional support: Infrastructure Asset Management Policy, Pavement Management 24.4-24.5, & SWMB Asset Management Plan - 12.15.21. Please see additional documents.
No
Yes
The proposed project is situated along a vital east-west axis, namely the Westheimer/Elgin corridor, which provides access to Beltway 8 to the west, seamlessly connecting key evacuation routes north and west of Houston. Additionally, the corridor serves as an important access point to I-45, a major evacuation route within the 610 Loop. Enhancing this transportation network are several vital north-south roads, including Kirby, N Shepherd, Montrose, and Waugh, all of which lead towards Allen Pkwy / Memorial Drive. This convergence facilitates a direct pathway to I-10, effectively integrating the corridor with broader evacuation routes.
Other Investment Category Focused Criteria
No
The project corridor Westheimer Rd / Elgin St has 16,137 AADT, with the truck percentage ranging between 3.2% to 3.6%. Although not a designated freight corridor, this roadway provides vital connectivity to surrounding residential and commercial land uses. This is due to the numerous businesses along the corridor, including office, retail, restaurant and others that require frequent deliveries of supplies and materials that are essential to the success of these businesses. Additionally, the density of multifamily housing in the area requires the corridor to frequently accommodate moving trucks necessary to move new individuals, families, and their belongings into and out of the area. These needs require Lower Westheimer to be designed to accommodate all types of mobility, including daily heavy truck traffic. The redesign and reconstruction of the roadway with high quality concrete paving (replacing the damaged, failing asphalt that currently exists along this segment of Westheimer) are central to the project. Concrete paving provides immediate improvement in the road surface quality and ensures longevity and durability that can withstand the demands of high-traffic volumes and reduces the needs of frequent repairs. Additionally, upgrades to the corridor including the addition of a center turn lane, lengthening of turn bays and intersection upgrades will enhance the operating environment and improve safety for all users of the corridor, including freight. The proposed project will also have region-wide impacts. Through the creation of a reconstructed and more reliable corridor, Westheimer will be able to function as a more effective relief route for other east-west arterials (including US59/I-69) in the event of a damaged infrastructure on any of those roadways or in an emergency event, major traffic disruption, or evacuation scenario.
The proposed project aims to address crucial infrastructure needs in a rapidly growing section of Houston, specifically targeting an area that includes a dense collection of residential, commercial, and entertainment destinations in Montrose and Midtown. The H-GAC Eco-Logical Mapping tool lists a total of 11 announced developments encompassing 9 acres and comprising 1,234 housing units, with an announced total area of 276,342 square feet. The imperative for this infrastructure enhancement stems from the area's substantial local and visitor traffic that are currently not well served by the antiquated, automobile-focused corridor that has fallen into a state of disrepair. In 2019, population growth in the Heights-River Oaks-Montrose area added 13% more people as compared to 2014, according to new estimates from the U.S. Census' Annual Community Survey. That growth rate outpaced that of Harris County and the state of Texas, which grew by 8.8% and 7.5%, respectively, in the same time period. However, the current infrastructure, including the roadway, sidewalks, and drainage system, falls short in accommodating the growing population and the influx of visitors. Pressing issues such as hazardous intersections, insufficient walking/biking infrastructure, and substandard sidewalks demand immediate attention. The Montrose area, where this project is located, boasts a longstanding reputation as a vibrant community in Houston. In recent years, its universal appeal has expanded as a regional visitor/travel destination due to its central location, unique retail offerings, lively nightlife, and an array of high-quality restaurants, with 11 James Beard nominated establishments. As of March 2021, within the Neartown/River Oaks submarket, there was a notable surge in construction, with 7.3 million square feet underway, constituting 15% of Houston's total construction according to CoStar. Key examples include the Montrose Collective, which was recently completed. This project is a transformation of a strip center into five urban infill buildings comprising 197,000 square feet of retail and office space. Another significant development is a $100 million apartment project replacing a previous suburban style Kroger. Various recent projects, including the renovation of the boutique La Colombe d’Or Hotel and Hines’ 34-story residential tower behind the historic hotel, contribute to the area's transformation. These planned and ongoing developments, such as the future Skanska project, continue to prioritize and improve walkability and multimodal access based on feedback from local stakeholders. The anticipated influx of Class-A multifamily apartments, coupled with an array of world-class restaurants, boutique hotels, and retail establishments, is poised to attract even more people and bolster the neighborhood's economic viability. The area is also home to a burgeoning transit network. This project is in conjunction with METRO’s initiative to convert Route 82 to a Signature BOOST route. Route 82, which travels along Westheimer and Elgin, has daily boardings greater than 12,000 and is the busiest bus route in the system. The proposed project corridor also terminates at Main St, which is the site of the METRORail Red Line that sees nearly 40,000 passengers daily, making it one of the nation’s most traveled lines, based on boardings per track mile. The Red Line connects two of Houston's largest activity centers: Downtown Houston and the Texas Medical Center. The Red Line also connects many of Houston’s community colleges and universities including three Houston Community College campuses as well as the University of Houston – Downtown and multiple educational institutions in the Texas Medical Center.
Through coordination with stakeholders during the preliminary engineering phase, the proposed typical section and lane configuration of Westheimer Rd. will be modified in several ways. These include the addition of a center turn lane, installation of enhanced crosswalks, wider sidewalks, relocations of bus stops, adding or lengthening turn bays, and the exclusion of any on-street parking. The introduction of a center turn lane is a strategic enhancement designed to streamline traffic flow and increase safety. This lane will facilitate smoother travel for through-traffic, distribute traffic more evenly, work to reduce traffic congestion, and create a safer mobility environment for all users. The proposed street layout throughout the project corridor will have travel lanes that are at least 10 feet wide and proposed sidewalks are 8 feet wide wherever possible with a minimum of six feet wide where the ROW is limited. See below for descriptions of the street layout: • From Montrose Blvd. to Grant St., there will be five lanes where the center lane will be used as a turn lane and one lane dedicated for buses. • From Grant St. to Crocker St., there will be two through lanes going westbound, one lane dedicated for left turn going north bound into Crocker St., and one through lane going eastbound. • From Crocker St. to east of Helena St., there will be a total of three lanes with the center lane dedicated for turning. • East of Helena St. to Bagby St., there will be a total of four lanes with two lanes for westbound and two lanes for eastbound traffic. • On Elgin St. the lane configuration will not change, but the lane widths will. The outside lanes will be 11 feet instead of 10 feet and the left turn lane will be reduced from 12 feet to 10 feet. The project's commitment to continuous traffic flow, coupled with the widening of sidewalks, is poised to significantly enhance the functionality of the corridor. Wider sidewalks offer more space for pedestrians and improves the multimodal Level of Service (LOS). The implementation of designated turn lanes and 'modal filters' at intersections, specifically at the intersection with Stanford, is a thoughtful approach to manage traffic more efficiently. These measures are designed to restrict certain movements, like left turns, to streamline the flow of vehicles and improve overall traffic along the corridor. Moreover, the addition of crosswalks with pedestrian medians further ensures the safety of those traversing the corridor, offering secure crossing points and contributing to a safer, more accessible environment for all users. The project is also coordinated with METRO to align with the overhaul of Route 82, the City's most patronized bus route. This collaboration involves reconfiguring METRO stops and, where necessary, relocating them to ensure that the roadway design accommodates all road users effectively. Finally, the project team is considering the reconstruction and redesign of Montrose Blvd by TIRZ 27. The Westheimer/Elgin project is planned to work in synergy with this initiative, ensuring that both projects complement and enhance each other's effectiveness.
The project scope includes eight-foot-wide sidewalks throughout the entire corridor (some areas may have six ft sidewalks due to right of way constraints), the reconstruction of driveways where necessary to enhance the pedestrian experience, and the addition of ramps for ADA accessibility. Pedestrian infrastructure will also feature three safe crossings at Whitney, Stanford, and Mason, equipped with pedestrian crossing refuge islands. These islands allow pedestrians to cross fewer lanes, thereby making it easier and safer to navigate busy intersections. Additionally, the project will revamp an existing raised crosswalk at Crocker. At the intersection of Stanford & Westheimer, a modal filter will be implemented, eliminating left turn lanes for vehicular traffic. This filter will facilitate safer crossing for cyclists and pedestrians along Stanford, as recommended by the Houston Bike Plan, which designates Stanford as a neighborhood shared bikeway. Therefore, this project is in coordination with both local and broader efforts to improve multimodal mobility. The project has incorporated findings from the Walk Bike Montrose plan, ensuring a comprehensive approach to enhancing walkability and bikeability in the area. This holistic approach not only addresses current needs but also aligns with the community's vision for a more accessible and pedestrian-friendly environment. The project also places a strong emphasis on pedestrian and cyclist infrastructure, expanding sidewalks and enhancing crosswalks to provide safer and more comfortable pathways. This supports pedestrians and cyclists and also encourages a shift towards more sustainable transportation modes. The project incorporates specific elements to enhance pedestrian safety and ADA accessibility, thereby improving the multimodal level of service. In terms of pedestrian infrastructure, a key feature is the introduction of pedestrian islands at critical intersections. These islands, also known as refuge areas, are placed to provide safe waiting spaces for pedestrians crossing busy streets. This is particularly important in high-traffic areas, where crossing the entire width of the street in one signal phase may be challenging. The islands make crossing safer and more manageable, especially for the elderly, children, and those with mobility impairments. Sidewalks are planned to be at least eight feet wide wherever possible, with a minimum width of six feet in areas where the right-of-way is limited. This width allows for comfortable passage of wheelchairs and provides enough space for pedestrian traffic flow. The sidewalks will feature ramped curbs and tactile paving at crossings, aiding visually impaired pedestrians.
This project, developed in collaboration with a wide array of stakeholders including community groups and Houston METRO, aims to enhance transit connectivity significantly. Route 82, which runs along Westheimer and boasts over 12,000 daily boardings, plays a central role in this endeavor. It traverses key areas and intersects with numerous bus routes, providing extensive connectivity across the region. This route is set to be upgraded to the express Signature BOOST service, which is expected to greatly improve the boarding experience and accessibility to bus stops along almost its entire length. In the project corridor from Montrose to Bagby, relocating some bus stops and implementing comprehensive pedestrian improvements, including continuous 6-8 ft sidewalks, pedestrian refuge crossings, ADA ramps, and driveway enhancements, will notably enhance the transit experience for multimodal users. The project is designed to enhance the multimodal level of service. By reconfiguring the street layout along Westheimer Rd and Elgin St, including the addition of center turn lanes and adjustments to turn bays, the project aims to streamline traffic flow and reduce bottlenecks. This redesign is complemented by the removal of bus pull-offs and relocation of bus stops in coordination with METRO’s BOOST improvements for Route 82, enhancing public transit efficiency and potentially increasing its usage. As a newly designated BOOST corridor, Route 82 will replicate the advantages of fixed corridor transit such as Bus Rapid Transit (BRT), including enhanced reliability. This improvement is anticipated to boost ridership and elevate the multimodal level of service along the corridor. The project corridor connects to 269 Westwood Park and Ride, Route 9 (Gulfton), 56 (Airline/Montrose), 27 (Shepherd/Durham) and as Westheimer heads west it also connects to 41 (Kirby/Polk), 84 (Buffalo Speedway), Silver Line, 20 (Canal), 49 (Chimney Rock), 32 (Renwick), 47 (Hillcroft), 63 (Fondren), 43 (Gesner), 153 (Harwin Express), 161 (Wilcrest Express), 25 (Richmond), 67 (Dairy Ashford), 75 (Elridge). In conjunction with this project, Houston METRO will be implementing Signature BOOST along Westheimer, for Route 82. BOOST is an initiative through METRONext to upgrade 17 of the most utilized local bus routes in the system, with Route 82 as the highest ridership route. The improvements along BOOST corridors will include installing and improving sidewalks, accessibility upgrades, installing new bus shelters and lighting, providing real-time bus arrival information to stops, and making improvements to traffic signals for optimized bus timing. The benefits associated with the treatment include improved reliability, accessibility, and speed of service.
Planning Factors Criteria
3.92
27.45
Over the five-year period from 2018 to 2022, a total of 541 crashes occurred along the project corridor, including one fatal crash and seven serious injury crashes. The fatal crash was attributed to driver inattention. Nearly half of the serious injury crashes (3 out of 7) resulted from a failure to yield the right of way to pedestrians. Additionally, there were a total of 12 pedestrian crashes and two bicycle crashes. To address the safety concerns of this roadway, a set of improvements has been proposed on Westheimer Road and Elgin Street between Montrose Boulevard and Main Street: Upgrade the current sidewalk to a width of 6-8 feet, add ADA ramps, improve street lighting, and reconstruct driveways throughout the corridor. Westheimer Road Between Montrose Boulevard and Bagby Street: • Replace the current asphalt with concrete pavement and new pavement markings • Raised crosswalk in the east of the intersection of Westheimer Road and Crocker Street • Install median refuges for pedestrians at the intersections of Westheimer Road with Whitney Street, Mason Street, Helena Street, and Stanford Street • Stanford St. is being closed to through vehicular traffic and restricting all left turns at the intersection of Stanford/Westheimer Rd. • Upgrade the current sidewalk to 8 feet wide wherever possible with a minimum of 6 feet wide where the ROW is limited • Dedicated bus through lane and right turn only lane for other vehicles on Westheimer Road at the intersection of Westheimer Road and Montrose Boulevard • Install a dedicated two-way left turn lane between Crocker Street and Helena Street • Shift bus stops to be near-side of the intersection instead of being far-side for safer traffic conditions at the intersections of Westheimer Rd. at Montrose Blvd. and at Taft St.. • Increase the left turn queue at the Taft St./ Westheimer Rd. intersection to meet COH IDM requirements Elgin Street Between Milam and Main Street: • Replace the current asphalt with concrete pavement and new pavement markings • Change lane width: the outside lanes will be 11 feet instead of 10 feet and the left turn lane will be reduced from 12 feet to 10 feet. The proposed improvements correspond to various work codes, each with its own associated crash reduction rate: • Work code 203 Install Raised Median with 25% crash reduction rate • Work code 303, 401 Resurfacing, Install Pavement Markings with 50% crash reduction rate • Work code 303 Resurfacing with 30% crash reduction rate • Work code 304 Safety Lighting with 49% crash reduction rate • Work code 401 Install Pavement Markings with 20% crash reduction rate • Work code 521 Add Right Turn Lane with 25% crash reduction rate
Resiliency
Low
High
The scope of this project will include drainage improvements. This project will install a comprehensive storm drainage system to efficiently manage stormwater runoff, especially during heavy rainfall, thereby reducing the risk of flooding of the corridor and surrounding neighborhoods and businesses while integrating sustainable practices where feasible. Drainage improvements to meet current City of Houston standards include replacing existing 24-inch to 54-inch storm sewer lines along Westheimer Rd. with approximately the following: • 1,840 LF of 4 ft x6 ft RCBs from Grant St. to Stanford St. • 2,495 LF of 5 ft x 6 ft RCBs from Stanford St. to Taft St. • 360 LF of 3 ft x 3 ft RCBs from Taft St. to Mason St. • 1,145 LF of 5 ft x 5 ft RCBs from Mason St. to Helena St. • 865 LF of 4 ft x 4 ft RCBs from Milam St. to Main St. Additional drainage improvements include upsizing existing Type B inlets to Type C-1 inlets (major thoroughfare roads to use at least a Type C-1 inlet per 2021 IDM) or larger based on design event flows for each area. The proposed drainage improvements along Westheimer Rd. will tie into an existing storm sewer manhole located east of Helena St. and tie into an existing storm sewer manhole east of Grant St., while the proposed improvements along Elgin St. will connect to the manholes located east of Milam St. intersection and west of Main St. These improvements are aimed to provide a 10-year (10% AEP) LOS for the Westheimer-Elgin project corridor. This project will complement the proposed Montrose Boulevard reconstruction improvements, which will include drainage improvements. Together, both projects will work together to improve drainage in the area. Additionally, the original proposal is undergoing reassessment to integrate updated flood mitigation strategies, aligning with the National Oceanic and Atmospheric Administration's Atlas-14 study.
Access/Connectivity
1,842
6,568
Yes
Yes
Yes
Environmental Justice
1,842
6,568
2,480
860
307
70
11.1
By focusing on safety improvements, pedestrian and bicycle facilities, and enhancements to transit stops, the project is tailored to meet the needs of the most at-risk groups, including the elderly, children, people with disabilities, and those reliant on public transportation. Safety Improvements: A cornerstone of the project is the substantial enhancement of road safety. This includes the redesign of intersections to reduce conflict points, the introduction of pedestrian refuge islands, and the prohibition of certain vehicular movements at busy intersections. These changes are crucial for vulnerable populations who are at a higher risk of road accidents. Safer intersections mean that children, the elderly, and those with mobility challenges can navigate the area with less risk. Pedestrian and Bicycle Facilities: The expansion of sidewalks and the introduction of ADA-compliant ramps directly benefit individuals with disabilities, offering them greater independence and mobility. Wider and safer sidewalks are not just a convenience; they are a necessity for those who rely on wheelchairs or other mobility aids. Similarly, the inclusion of the modal filter at Stanford allows for the creation of a neighborhood safe street bikeway that will be a safe avenue for cyclists, encouraging a healthy and environmentally friendly mode of transportation that's accessible to all, including those who cannot afford a car. Improvements to Transit Stops: The project's enhancements to transit stops are particularly beneficial to those who depend on public transportation. The relocation and upgrading of bus stops, coupled with the integration of the express Signature BOOST service for Route 82, will make public transit more efficient and accessible. Improved transit stops and amenities mean shorter waiting times and easier boarding processes, which are significant upgrades for the elderly, people with children, and those with physical limitations. By addressing the specific needs of vulnerable populations through safety improvements, better pedestrian and bike facilities, and enhanced transit stops, the project is set to significantly improve the quality of life for these groups. This holistic approach ensures that the benefits of urban development are shared by all members of the community, making the Montrose area not just more accessible, but also more welcoming and inclusive.
The proposed Westheimer/Elgin project is conscientiously planned to avoid or mitigate adverse effects on vulnerable populations. Through increased safety measures as part of the project scope, there will be no bodily impairment, infirmity, illness, or death caused by this project. The project will enhance road safety through improved infrastructure and traffic-calming measures. These efforts aim to reduce accident rates and promote public health. To address environmental concerns such as air, noise, or water pollution and soil contamination, the project includes the implementation of high-quality paving materials and the introduction of a robust stormwater management system designed with sustainable practices. This system will effectively manage runoff, reduce the potential for flooding, and prevent pollutants from affecting the soil and water sources. The project is designed to minimize the disruption or diminution of man-made or natural resources by encouraging adjacent developments to incorporate green spaces and preserving existing trees where possible. Additionally, aesthetic values are respected through thoughtful design elements that enhance the corridor's appearance, ensuring that the project contributes positively to the area's visual appeal. The economic vitality and cohesion of the community are of paramount importance. The project prioritizes the use of local labor and businesses for construction needs, thereby supporting employment and minimizing adverse impacts on the local economy. By improving infrastructure and accessibility, the project aims to bolster the economic strength of the community. Public and private facilities and services will be maintained or improved, with a strategic approach to construction scheduling to limit any disruption. The project involves careful coordination with utility providers and community services to ensure continuity of essential services during the construction phase. Employment opportunities are expected to rise due to the project, with an emphasis on retaining local businesses and jobs. To reduce the likelihood of increased traffic congestion, the project incorporates efficient traffic management plans and encourages the use of alternative transportation modes. This approach aims to alleviate potential isolation, exclusion, or separation of communities by improving connectivity across the area. Finally, the project is designed to avoid the denial of, reduction in, or significant delay in the receipt of benefits of transportation programs. This is achieved through the integration of the project with existing transportation networks and the enhancement of services like the METRO’s Signature BOOST service for Route 82 (along Westheimer Rd), the upcoming BOOST implementation of Bus 56 (along Montrose Blvd) and the METRORail Red Line (along Main St), ensuring that transportation benefits are maintained or improved for all community members.
Impacts on Natural and Cultural Resources
The 100-year floodplain is not within ¼ mile of the proposed project. There are no wetlands within ¼ mile of the proposed project. The Westmoreland, Courtland, Maria Boswell Home for Old Women, and San Jacinto Senior High School National Register Historic Districts, which contain multiple individual National Register properties as well as historical markers, are within ¼ mile of the proposed project. The Cortland District is the closest to the project alignment at approximately 170 feet. This district is separated from the project on Westheimer by the block of buildings fronting the south side of Westheimer and is not anticipated to be impacted by improvement of the existing infrastructure. There is also a historical marker at the corner of Westheimer and Grant. This marker is commemorating a person and is not associated with a structure with any historic designation. The marker is not anticipated to be impacted by project work. Concurrence from SHPO would likely be required. Within ¼ mile of the proposed project, the area has been designated by the TxDOT Potential Archeological Liability Map as “No Survey Recommended” for archeological resources.
Over a twenty year horizon, the project is estimated to shift several auto trips to ped / bike trips resulting in a total reduction of 0.21 metric tons of NOX and 0.22 metric tons of VOC.
Innovation
Yes
The project plans to incorporate high-quality concrete paving and traffic-calming measures to create safer and more navigable roads for both vehicles and pedestrians. The project will also introduce a comprehensive storm drainage system to handle heavy rainfall efficiently to mitigate flood risks. In terms of accessibility, the project ensures ADA compliance in the construction of new curbs, ramps and sidewalks, making the area navigable for individuals with disabilities. Enhanced pedestrian pathways that encourage landscaping elements also contribute to the aesthetic and practical accessibility of the streetscape. Energy efficient LED Street lighting will be installed to enhance nighttime visibility and safety. Finally, the project's integration with METRO's initiative to introduce Signature BOOST service to Route 82 and the access enhancements to the METRORail Red Line are significant steps towards improving multimodal transportation options and ensuring robust, reliable service for commuters. The improved bus stops for the corridor will leverage solar technology and 5G communications to transmit real time data. These components are crucial to the project's objective of building a forward-thinking, technologically advanced urban infrastructure.
No
Additional Documents
SWMB Asset Management Plan - 12.15.21.pdf
570_Lower Westheimer BCA Memo.docx
Infrastructure Asset Management Policy.pdf