Transportation Project Questionnaire

Resiliency and State of Good Repair Questionnaire

Project Information

Agency Name	City of Houston
Project Title	Oates Rd
Facility/Street/Highway	Oates Rd.
Limits	From Wallisville to Beaumont Highway
Description	Improvements include full concrete reconstruction of the corridor to include two 11-ft lanes (with 1-ft offsets) with a 12-ft center turn lane in the middle, as well as pedestrian improvements which include two 10-ft shared use paths on both sides of the road.
Timeframe	Short Term (0-5 Years)
Estimated Cost	$29,500,000.00

Investment Category-Focused Criteria

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:

Minor Arterial

2. Please provide a narrative explaining how proposed project reduces inoperability for significant periods of time due to damaged infrastructure.

Inoperability in this context focuses both on improving existing corridor conditions, such as poor pavement, narrow traffic lanes and drainage issues, but also on alleviating inoperability by providing an alternative bypass following the completion of this project. Pavement Conditions: A rehabilitation project was completed in 2022 to mill and overlay the roadway surface and improve the useful life and drivability of the corridor. This rehab is expected to last for only about 5 years. As this rehab continues to wear and tear, the previous dangerous conditions will arise again: the poor state of repair caused drivers to swerve onto oncoming traffic to avoid potholes. Please see Appendix C of the attached supporting documentation for a detailed presentation of these short-term rehabilitation efforts as well as the design concept report efforts. Narrow Traffic Lanes: Oates Road, within the project limits, has 10-foot traffic lanes with no median. This poses a great risk to road users as larger vehicles including trucks and buses use the roadway and pass by each other closely. The loose gravel shoulders are not a stable surface and become hazards as drivers utilize them for passing and pulling out. Vehicles are forced to use the shoulders when there is a breakdown or emergency. The proposed project introduces two (2) 11-foot travel lanes and a 12-foot center turn lane. This will provide driving safety and comfort for all road users and especially for larger trucks and buses. Drainage Issues: The proposed project will greatly reduce the inoperability of Oates Road within the project limits. The existing drainage system along Oates Road is comprised of roadside ditches with culverts and storm sewers. This system gets inundated in rain events and makes the corridor impassable and unsafe. The drainage system for the project area has less than a 2-year Level of Service (LOS) in several areas except for the west area from Oak Brook Drive to the HCFCD Unit No. Pl 14-01-00 outfall which has a 10-year LOS. The installation of a closed underground storm sewer system to replace current the inadequate system and an additional 8.21-acre-foot detention pond will also improve the state of good repair and make the road operable during rain events. Following the completion of this project, Oates Rd. will become a viable alternate route for trucks to bypass slowdown events on IH 610E to cut through Wallisville Rd. and use Oates Rd. to get to US 90A.

3. Please provide total estimated daily users served by the proposed project. AADT for roadway project (total users=AADT*vehicle occupancy) or daily total ridership for transit project.

7,905

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

50+ for the underlying infrastructure, but an asphalt overlay was completed in 2022.

4a. What is the existing condition of the facility.

Fair

5. Does the project sponsor maintain an approved and regularly updated asset management plan?

Yes

5a. If yes, please provide a link to the existing asset management plan.

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.

6. Is the proposed project located on a facility identified as a hurricane evacuation route in any regional or local plans?

6a. If no, is the proposed project located on a facility that functions as an alternative to an evacuation route?

Other Investment Category Focused Criteria

1. Was the project scored under Regional Goods Movement Category?

Yes

2. Please provide a narrative explaining how the proposed project benefits high growth areas. Within the narrative, please explain if the proposed project improves or provides access to new residential developments, retail stores, other land uses, or if the proposed project alleviates future congestion due to potential economic development activity such as expansion of warehouses or other freight generators.

The existing conditions for Oates Road lack adequate access management for trucks, public transportation, and general traffic operations. The facility currently has insufficient lane width, unpaved shoulders of varying width, non-existent pedestrian facilities, and an inadequate storm sewer system. By installing a continuous 12-ft center turn lane access management and traffic operations along the corridor will be improved as adequate and safe space for turning trucks will be provided. Widened lanes will provide the necessary space for truck and bus traffic. Installation of pedestrian facilities will allow for safe pedestrian circulation through the corridor and provides better access to the sixteen (16) bus stops as part of the 97- Settegast bus route located along the corridor. Updating the storm sewer system will mitigate flooding hazards due to overburdened drainage systems as development increases along the corridor. Improved facilities contribute to area residential growth and economic opportunities as it generates a more accessible area, allowing more jobs to be created and a higher increase in consumer demand. By also establishing partnerships with local businesses in the area, it will not only improve the quality of life for residents, but also contribute to the economic growth of the area. Improved facilities will also allow METRO to optimize their 97-Settegast route along the corridor.

3. Please provide a narrative explaining how the proposed project improves traffic operations. Within the narrative, please include if the proposed project includes construction of truck only lanes or managed truck only lanes, construction of an interchange, or intersection improvements.

The existing conditions for Oates Road are a lack of adequate access management for trucks and general traffic operations and insufficient lane widths for truck traffic. By installing a continuous 12-ft center turn lane, access management and traffic operations along the corridor will be improved as adequate and safe space for turning trucks will be provided. Additional capacity will mitigate congestion and alleviate truck traffic, as well as improve conditions for transit accessibility. The intersection of Wallisville & Oates is configured to adequately facilitate turn movements for trucks. However, intersection safety improvements for pedestrians are proposed as the existing conditions lack pedestrian facilities, sufficient pavement markings, and standard signage. Ponding is also an issue along this corridor. SWMM Analysis of the existing drainage conditions revealed that the existing roadside ditch system along Oates Road between Debra Road and 1100 feet south of Needham Road, on both sides, appears to be inadequate for a 2-year storm event. The west roadside ditch between Oak Brook Drive and Gloria Drive also appears to be insufficient for the 2-year event. For the 10-year storm event, ponding results show more severe ponding along the westside from Gloria Drive to the south. Stalled vehicles have been observed during weather events in roadside ditches as they are indistinguishable from the roadway. Installing a closed underground storm sewer system and adding an additional 8.21-acre-foot off site detention will mitigate street ponding and related delays such as stalled vehicles or an impassable roadway. The current scope does not include truck only lanes/managed truck only lanes or grade separation.

4. 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 a new or improved existing bicycle and pedestrian infrastructure on a project facility or in the vicinity of the project.

Currently, there are no pedestrian facilities identified along the corridor. The current configuration of the roadway does not provide any alternatives to driving as there are no sidewalks or bicycle facilities on the roadway. However, there are sixteen (16) METRO bus stops as part of the 97- Settegast bus route located along the corridor. Due to the lack of sidewalks or other pedestrian infrastructure, residents in the area who may rely on this transit service are exposed to very dangerous conditions having to use unpaved shoulders for walking. Another threat is the 10-ft lanes on the two-way stretch of road that is traversed by semi-trucks. Vehicles tend to swerve into the unpaved shoulder often to avoid head-on collisions. This poses an even greater risk to other more vulnerable road users. The proposed project provides new multimodal connectivity to the surrounding community by constructing 10-ft shared-use paths with an 8-ft landscape buffer between the shared-use paths and the road along both sides. Landscaping and lighting are essential to promote both motorist and pedestrian safety, improve aesthetics, and provide erosion control. Seating areas are also recommended along the corridor. Intersection improvements are recommended for pedestrians as the existing conditions lack pedestrian facilities, sufficient pavement markings, and standard signage. The intersection at Wallisville Road and Oates Road is configured to adequately facilitate turn movements for trucks but is difficult to safely traverse as a pedestrian. Future redesign alternatives at Wallisville and Oates, contemplate the addition of a Roundabout as the most efficient tactic for the turning radius from southbound Oates Road to eastbound Wallisville. A preliminary design layout utilizes a 200-ft inscribed diameter roundabout with entry curves at a minimum of 100 feet and exit curves at a minimum of 200 feet. This design also has 6-ft sidewalks with 10-ft crosswalks and a 10-ft buffer between the edge of pavement and sidewalk. See Oates DCR Figure 1, pg. 125. The corridor currently has sixteen (16) METRO bus stops with low ridership; however, METRO anticipates optimizing their route on Oates Road in the near future and the reconstruction of this roadway will assist in this effort.

5. Please provide a narrative explaining how the proposed project improves traffic conditions for transit services (local, express, signature, or commuter).

There are currently 16 METRO bus stops on the existing corridor as part of the 97-Settegast bus route. This line connects to the Mesa Transit Center as well, providing access to three additional transit routes extening across the city. The route has low ridership, most of which is focused around the Southeast Texas Transit Center on the north-end of Oates Road (10950 Beaumont Highway, Houston, Texas 77078). In a coordination meeting on September 29, 2021, METRO stated that they anticipate optimizing their route on Oates Road in the next few years. The reconstruction of this roadway will assist in this effort as ease of access to the bus stops, along the corridor, will be greatly improved along with improvement of the pavement condition. Currently, there are no pedestrian facilities along the corridor. Residents and workers who utilize this route are exposed to usafe conditions as there is not a designated separate area for them to traverse when going to a bus stop. The construction of pedestrian facilites, smoother more enjoyable ride, and decrease in delay due to the roadway reconstruction will increase ridership. Due to the lack of sidewalks or other pedestrian infrastructure, residents and workers in the area who may rely on this transit service are exposed to very dangerous conditions having to use unpaved shoulders for walking. The proposed 10-ft shared use paths on either side of the roadway will provide safe connectivity to the transit service.

Planning Factors Criteria

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

3.938 per 100 million VMT

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

0.00 per 100 million VMT

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.

The drainage infrastucture servicing the project area does not meet ATLAS 14 standards. Oates Road experiences significant ponding and flooding which poses a risk to road users. The existing drainage system along Oates Road is comprised of roadside ditches with culverts and storm sewers. This system gets inundated in rain events and makes the corridor impassable and unsafe. The drainage system for the project area has less than a 2-year Level of Service (LOS) in several areas except for the west area from Oak Brook Drive to the HCFCD Unit No. 14-01-00 outfall which has a 10-year LOS. The installation of a closed underground storm sewer system to replace current inadequate system and an additional 8.21-acre-foot detention pond will also improve state of good repair and extend the service life of the project facility as there will be significantly less roadway ponding and improved roadway drainage. Replacement of the current inadequate storm sewer system with a new system that meets city standards will prevent the system from being overburdened as development and construction of impervious surfaces increases along the corridor. This will also allow for the efficient and safe movement of all modes of traffic including trucks. Improvements will meet Atlas 14 standards. Drainage improvements will also meet required city, state, and federal standards.

Resiliency

1. Please select the vulnerability to flooding score at the project location based on the Regional Resiliency tool. H-GAC staff can provide assistance with the regional resiliency tool upon request.

Low

2. Please select the criticality score at the project location based on the Regional Resiliency tool. H-GAC staff can provide assistance with the regional resiliency tool up on request.

Low

3. Please provide a narrative explaining how the proposed project reduces vulnerability to flooding. The narrative must include specific improvements such as drainage improvements that are included in the scope.

Access/Connectivity

Please enter the household population located within a quarter mile buffer of the project location: 1a. Low-Income

7,039

1b. Hispanic and Non-Hispanic Minorities

Hispanic Minority - 8,010. Non-Hispanic Minorities - 2,537

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

3. Does the proposed project improve or provide new connectivity to a school/college/university within a quarter mile buffer of the project location?

4. Does the proposed project improve or provide new connectivity to a social services facility within a quarter buffer of the project location?

Yes

Environmental Justice

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

7,039

1b. Hispanic and Non-Hispanic Minorities

Hispanic Minorities - 8,010. Non-Hispanic Minorities - 2,537

1c. Household Population Under Poverty

3,096

1d. Disabled Persons

1,175

1e. Elderly Persons

430

1f. Limited English Proficiency

2,001

2. What is the average Livable Center Need Index within quarter mile buffer of the project location? H-GAC staff can assist in gathering the data.

70.3

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

Within a quarter-mile buffer of the project area, 66.1% of the population is of Low-Moderate Income, 60% qualify as vulnerable populations, and about 27% of the community is in poverty. The project provides new multimodal connectivity to the surrounding community that do not exist currently. The concentration of populations within the project corridor that are classified with Limited English Proficiency, with high health disparities including disabilities, as well as lacking in socioeconomic means, is higher than average for the Greater Houston region. Consequently, providing pedestrian and cycling infrastructure will have many direct and indirect benefits to this community. The project provides new multimodal connectivity to the surrounding community. The current configuration of the roadway does not provide any alternatives to driving as there are no sidewalks or bicycle facilities within the right of way. Pedestrian improvements on the corridor include constructing elevated 10-ft shared-use paths with a 8-ft landscape buffer between the shared-use paths and the roadway on both sides. The buffer is provided for the safety of all road users and for for placemaking reasons. Trees will be planted within the buffer areas further enhancing the pedestrian environment by providing shade and barriers for pedestrians which will increase the comfort and safety for the pedestrian facilities. Other improvements include a full reconstruction of the roadway with concrete pavement that includes two 11-ft travel lanes with 1-ft offsets to the face of curb, and a 12-ft center turn lane. Furthermore, these improvements will increase safety, improve the flow of traffic, and address the city’s Vision Zero goals by reducing the chance of pedestrian fatalities and serious injuries through safer street design. The project also identifies strategies to improve connectivity and access to the METRO bus stops located along the corridor. There are sixteen (16) METRO bus stops as part of the 97- Settegast bus route located along the corridor. This line connects to the Mesa Transit Center as well, providing access to three additional transit routes extening across the city. Due to the lack of sidewalks or other pedestrian infrastructure, residents and workers in the area who may rely on this transit service are exposed to very dangerous conditions having to use unpaved shoulders for walking. The proposed 10-ft shared use paths on either side of the roadway will provide safe connectivity to the transit service.

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

The project provides new multimodal connectivity to the surrounding community. About 27% of the community in the surrounding quarter-mile radius of the project limits is in poverty and 60% qualify as vulnerable populations. The current configuration of the roadway does not provide any alternatives to driving making it difficult to traverse for those who do not own a car or that need to access transit. Currently, there are no sidewalks or bicycle facilities on the roadway. However, there are sixteen (16) METRO bus stops as part of the 97- Settegast bus route located along the corridor. This line connects to the Mesa Transit Center as well, providing access to three additional transit routes extening across the city. Due to the lack of sidewalks or other pedestrian infrastructure, residents and workers in the area who may rely on this transit service are exposed to very dangerous conditions having to use unpaved shoulders for walking. Another threat is the 10-ft lanes on the two-way stretch of road that is traversed by trucks and 18-wheelers. Vehicles tend to swerve into the unpaved shoulder often to avoid head-on collisions. This poses an even greater risk to other more vulnerable road users. Proposed pedestrian improvements on the corridor include 10-ft shared-use paths with an 8-ft landscape buffer between the shared-use paths and the road on both sides. Other proposed improvements include a full reconstruction of the roadway with concrete pavement that includes two 11-ft travel lanes with 1-ft offsets to the face of curb, and a 12-ft center turn lane. These safety improvements to both the pedestrian realm and the travel lanes would significantly mitigate adverse effects on these vulnerable populations and road users in general. Well-placed lighting fixtures create a welcoming, safe corridor and improves visibility during nighttime hours, adding a sense of security after dark. Landscaping elements such as trees, plants and flowers contribute to the visual appeal, provide shade, mitigate noise, filter air pollutants, and encourage the use of the proposed pedestrian amenities. These features also provide additonal barriers between pedestrians and the roadway creating improving pedestrian safety. These improvements will increase the economic vitality of East Houston as these will promote safe non-motorized traffic through the area. They will also create a positive impact on the movement of people through the area. They will enhance the cohesion of the corridor and the aesthetic value. The reconstruction, installation of a continuous center turn lane, and the widening of travel lanes will decrease traffic congestion and delay for trucks, passanger vehicles, and public transportation. There will be no displacement of persons, businesses, farms or non-profit organizations. There will be no adverse impacts on employment or private facilities and services. This project will enhance the public facility of the roadway and adjacent pedestrian areas and drainage facilities. This project will provide mitigation for itself. It will not cause or contribute to any impacts to the existing floodplains. Outflows beyond the improved area have been restricted to match the existing outflows for extreme events. There are no adverse impacts to any natural and/or cultural resources. While identified wetlands and floodplains are present near the project corridor, reconstruction of the travel facilities will not produce negative externalities to these natural resources.

Impacts on Natural and Cultural Resources

1. Please provide a narrative explaining how the proposed project avoids or mitigates impacts to natural (flood plains, wetlands) and cultural (historic and archeological sites) resources. H-GAC staff can provide assistance in identifying natural and cultural resources located within a quarter mile buffer of the project location.

The corridor extends approximately 1.75 miles across two (2) watersheds: Greens Bayou at the northeast end and the Hunting Bayou watershed at the southwest end. The project as currently proposed does not affect the existing floodway. Through project development, HCFCD will have final approval over any proposed stormwater discharge into their system. Per HCFCD requirements, there will be no downstream impacts to their system. This project will provide mitigation for itself. It will not cause or contribute to any impacts to the existing floodplains. There are no adverse impacts to any natural and/or cultural resources. While identified wetlands and floodplains are present near the project corridor, reconstruction of the travel facilities will not produce negative externalities to these natural resources. Critical habitats existing just outside and southeast of the project corridor, will also not incur any measurable negative consequences. Historical/Archeological sites exist outside of the project corridor and will not be impeded by the reconstruction of traffic facilities within the corridor. Please see additional document, Appendix D, Oates Road Red Flag Report and Appendix E, Archeological_Site_Gellhorn_Oates.

2. Please provide Nitrogen Oxides (NOx) and Volatile Organic Compounds (VOC) reductions provided by the project. H-GAC staff can provide assistance in calculating NOx and VOC reductions.
(Optional)

Nitrogen Oxides (NOx) emissions reduction - 0.24 tons Volatile Organic Compounds emissions reductions - 0.85 tons

Innovation

1. Does the project propose to implement new infrastructure technologies to enhance accessibility, mobility, multimodalism, resiliency, reliability, or traffic operations?

2. Does the project propose to implement new autonomous/connected vehicle technology?