Chapter 4 Transportation Impacts.141320

Final Environmental Impact Statement
Chapter 4 − Transportation Impacts
4. TRANSPORTATION IMPACTS
This chapter describes the public transportation and traffic impacts of the Locally
Preferred Alternative (LPA) and the build alternatives in comparison to the No Build
Alternative.1,2 The chapter is organized into sections describing potential impacts on
public transportation, highways, parking, freight train and trucking movements, and
bikeways and major pedestrianways.
As described in Section 2.3.2 of Chapter 2, Alternatives Considered, the LPA

provides for Bus Rapid Transit (BRT) service operating along a line extending from
downtown Houston to a terminus on Griggs Road at Beekman Road east of Martin
Luther King Boulevard, connecting downtown Houston with the universities area
including Texas Southern University (TSU) and the University of Houston (UH), and
the Palm Center. The service would operate in diamond lanes in downtown from
Louisiana to Polk Street and in exclusive lanes along a fixed guideway alignment on
Scott Street, Wheeler Street, Martin Luther King Boulevard, and Griggs Road to the
terminus at Beekman Road. The fixed guideway would be constructed for future
conversion to light rail transit when warranted by ridership.
Travel data used for analysis of impacts were obtained from the Houston-Galveston
Area Council (H-GAC) travel demand model. Transit input data and transit ridership
estimates were developed using METRO’s long-range travel demand model
(EMME/2 model). In general, the roadway impacts have been assessed for a
horizon year of 2025. This is consistent with the data available from the H-GAC
2025 Regional Transportation Plan (RTP). The transit impacts have been assessed
using a horizon year of 2030 in order to be consistent with the requirements of the
Federal Transit Administration.
4.1 Transit Impacts

The public transportation impacts of the No Build and build alternatives including the
LPA are measured by their effects on route miles, revenue vehicles in service, and
vehicle miles and hours of service operated within the study area. These measures
form the basis for the transit level of service (LOS) analysis of the LPA and build
alternatives. The result of the improvement in LOS under the LPA and build
alternatives should be reflected by an increase in the number of transit patrons or
riders. Both Light Rail Transit (LRT) and BRT would have the same operating
characteristics and as a result the transit impacts for the LRT and BRT alternatives
would be the same.
1
This FEIS incorporates by reference all technical information, studies, and other public documents
produced for the Southeast-Universities-Hobby Corridor Planning Study Alternatives Analysis (AA)
and the METRO Solutions Transit System Plan, and DEIS that support the FEIS. These
documents are considered part of the environmental compliance record and can be requested for
review at the METRO offices.
2
Acronyms and abbreviations are defined at their first use in each chapter. A complete list of
acronyms and abbreviations used in this FEIS is contained in Appendix A.
Southeast Corridor
January 2007 4-1
4.1.1 Transit Levels of Service
The transit system in 2030 under the No Build Alternative would be comprised
almost exclusively of services provided by METRO. However, within the Southeast
Corridor the existing campus area shuttle bus services operated by the UH would
continue.
Under the LPA and build alternatives, the fixed-guideway line would be implemented
and minor modifications would be made to the bus routes in the No Build Alternative.
These modifications would include: 1) limited reductions in bus headways where the
new fixed guideway line would divert passengers from local bus routes; and 2) the
elimination of the freeway portion of bus trips that currently serve Southeast Corridor
neighborhoods and then travel along State Highway (SH) 288 between the
Southeast Transit Center and downtown Houston.
Additionally, two new bus routes would be added to support the fixed-guideway
services under the LPA and build alternatives. One would be a new bus route
connecting the Wheeler Station on the METRORail Red Line with the universities
area via Blodgett, continuing via Scott and Elgin Streets to the Eastwood Transit
Center. The second new bus route would be a Signature Express Service
connecting the Texas Medical Center (TMC) Transit Center to the Southeast Transit
Center and continuing to Palm Center and the Gulfgate Mall. The Signature Express
Service concept is a form of BRT, not operating within an exclusive guideway, which
is intended to employ distinctive buses and special bus stops to provide limited-stop
service in mixed traffic or in diamond lanes on arterial streets.
As a result of the minor bus route modifications under the LPA and build alternatives:
• Overall regional route miles operated during peak and off-peak periods would
increase by 25.5 miles per day.
• Revenue vehicles in service would increase by 23 vehicles during the peak
period and 26 vehicles during the off peak period.
• Overall regional vehicle miles and hours of service would increase by 2,562 miles
and 127 hours respectively. However, there would be a slight reduction in local
bus service vehicle miles (72 miles) and hours of service (6 hours) due to the
elimination of duplicate service.
• The average speed of transit service within the study area would increase slightly
(1.66 mph).
4.1.2 Transit Ridership
The mode choice model (EMME/2) used by METRO for travel forecasting, estimates
the number of person trips by trip purpose (i.e., work and non-work) and by mode
(i.e., automobile and transit). The model also estimates the number of trips by mode
of access. For automobile trips, the modes of access are drive alone and shared
ride with two occupants, three occupants, and four or more occupants. The transit
modes of access are walk, park-and-ride (commuter only), and kiss-and-ride
(commuter only). The transit trips are expressed in linked transit trips in the region.
A linked passenger trip includes all segments of travel from point of origin to point of
Southeast Corridor
4-2 January 2007
final destination as a single trip, regardless of transfers or intermediate destinations.

As such, the number of linked passenger trips provides an estimate of the number of
people using the transit system.
The results of the forecast of transit ridership indicate that the transit improvements
proposed under the LPA and build alternatives would increase the number of transit
work trips in the region by 0.59 percent, and transit non-work trips by 1.32 percent.
The percentages are small because the transit improvements for the Southeast
Corridor would be focused on only a small portion of the overall METRO service
area. The results indicate an increase of about 11,650 additional passenger
boardings, 34,150 additional passenger miles and 1,117 additional passenger hours
under the LPA and build alternatives.
4.1.2.1 Fixed-Guideway Ridership
Experience during the first several months of start-up of the METRORail Red Line
found that conventional travel demand mode choice models do not capture all of the
trips using fixed-guideway transit. To account for the additional trips, supplementary
methods were used to forecast what is referred to as “off-model ridership”, or the
additional ridership that could not be forecast with METRO’s EMME/2 model. Fixed
guideway ridership estimates (boardings) for the LPA and build alternatives were
adjusted to account for the additional trips related to special events and non-home
based trips that cannot be generated using the conventional modeling process.
Table 4-1 presents the forecasts of 2030 average weekday fixed-guideway ridership
estimates for the LPA and both alignment options under the build alternatives, the
METRORail Red Line, and the total fixed-guideway system using the EMME/2 model
and supplementary methods.
Table 4-1. Total Average Weekday Fixed Guideway Ridership

Build Alternatives/LPA Total
Wheeler-MLK
Scott/Griggs Alignment Scott/Griggs Wheeler-MLK
Alignment Option and METRORail Alignment Alignment
Option LPA Red Line Option Option and LPA
EMME/2 Model Results 9,930 8,300 42,850 52,780 51,150
NHBa -Direct Demand Trips 2,940 2,940 8,100 11,040 11,040
Special Event Trips 1,030 1,030 3,400 4,430 4,430
Smith Lands Lot Trips - - 15,000 15,000 15,000
Total 13,900 12,300 69,350 83,250 81,620
a
NHB – Non-Home Based
Source: METRO/GPC, September, 2005.
The results indicate that total daily ridership in 2030 for the build alternatives with the
Southeast Transit Center alignment option via Scott Street and Griggs Road would
be approximately 13,900 boardings, while ridership for the LPA would be
approximately 12,300 boardings. Overall, total fixed-guideway ridership, including
Southeast Corridor
January 2007 4-3
the METRORail Red Line, is forecast to be 83,250 for build alternative with the
Southeast Transit Center alignment option and 81,620 for the LPA.
4.1.2.2 Fixed Guideway Station Boardings
Table 4-2 summarizes the ridership estimates, or station boardings for the LPA and
both alignment options under the build alternatives in 2030.
Table 4-2. Average Weekday Station Boardings

Build Alternatives
Scott/Griggs Wheeler-MLK
Station Name Alignment Option Alignment Option LPA
Bagby/Capitol 2,120 1,860 -
Milam (Capitol)/Louisiana (Rusk) - - 2,050
Main/Capitol 3,240 2,910 -
Fannin (Capitol)/Main (Rusk) - - 2,550
Crawford/Capitol 690 630 -
Austin (Capitol)/Caroline (Rusk) - - 800
Chenevert (Capitol)/Jackson (Rusk) - - 200
Dowling/Capitol 645 660 -
North Hutchins (Capitol)/South Hutchins (Rusk) - - 200
Leeland 475 495 950
Elgin 1,740 1,820 1,850
Cleburne 870 1,240 1,200
East University - 515 500
MacGregor Park - 545 300
Southmore/Scott 765 - -
Southeast Transit Center 1,670 - -
Calhoun/Griggs 475 - -
Palm Center 1,210 1,325a 1,700
Total 13,900 12,000 12,300
a
For this alignment option the Southeast Transit Center would be relocated to the Palm Center Station.
Source: METRO/GPC Travel Demand Forecasts, September 2005, January 2006, and November 2006.
The results of the station level analysis for the LPA indicate:
• The Main Street Station (Fannin (Capitol)/Main (Rusk) Station for the LPA),
where the Southeast Corridor fixed-guideway line intersects with the METRORail
Red Line, would have the highest number of daily boardings;
• The stations located at Bagby/Capitol (Milam (Capitol)/Louisiana (Rusk) Station
for the LPA), Elgin/Scott, and the Southeast Transit center would have more than
2,000 boardings daily; and
The Palm Center Station would have about 1,700 boardings daily.
Southeast Corridor
4-4 January 2007
4.1.3 Mitigation Measures
No mitigation required because the LPA would have not adverse effects on the
transit system. The transit service and ridership effects would be beneficial to
persons residing and working in the study area.
4.2 Highway and Roadway Impacts

This section presents the results of the analysis of the impacts to the highway and
roadway system under the LPA and build alternatives in comparison to the No Build
Alternative. On a corridor level, the proposed transit improvements would improve
mobility by providing an alternative mode of travel to the automobile; as a result,
travel by auto may be reduced by the proposed transit improvement. However, at a
localized level, some negative impacts may result from: fixed guideway vehicle
movements along and across public streets; physical impacts from station and fixed
guideway features, pedestrian access to the fixed guideway stations, and changes to
the local or express bus service feeding into the proposed fixed guideway stations.
4.2.1 Regional Traffic Impacts
Travel on the regional highway system would be anticipated to be only minimally

affected by the implementation of the LPA and build alternatives. The inclusion of a
park-and-ride facility at the southeastern end of the LPA and build alternatives is
anticipated to attract some vehicle trips in the Southeast Corridor to transit.
However, the reduction in overall regional vehicle trips is expected to be minimal.
4.2.2 Localized Traffic Impacts
Traffic volumes along the principal study area roadways are anticipated to increase
at an annual growth rate of 1 percent per year. This growth rate was used to project
2025 peak hour turning movement volumes for use in the intersection LOS analysis
and in the projection of 2025 average daily traffic (ADT) volumes. Based on this
growth rate and using existing ADT information, forecasted ADT volumes for 2025
were determined for the major roadways in the study area.
Figure 4-1 shows the forecasted 2025 ADT volumes for the study area roadways.
Forecast 2025 ADT volumes along the roadways outside of the downtown area are
projected to range from 18,480 to 30,450 vehicles daily along Scott Street; from
12,840 to 18,800 vehicles daily along Griggs Road; approximately 15,800 vehicles
daily along Wheeler Street; and from 7,620 to 15,020 vehicles daily along Martin
Luther King Boulevard. These volumes represent an approximate 27 percent increase
from the existing ADT volumes observed along these roadways. Traffic volume
projections are anticipated to be similar between the No Build, the LPA, and the build
alternatives.
In the downtown area, traffic volumes would be impacted under the LRT Alternative
along Capitol because of the reduction in the number of travel lanes along the
roadway. Along Capitol, 40 percent of the westbound through traffic is expected to
divert to adjacent roadways. Twenty percent (half of the diverted traffic) is expected
Southeast Corridor
January 2007 4-5
Figure 4-1. Forecast 2025 Average Daily Traffic Volumes
Source: Parsons Brinckerhoff, 2006.
to divert north and travel west along Prairie through the downtown segment. The other
20 percent (half of the diverted traffic) is expected to divert south and travel west along
Walker to continue travel through downtown. It is also expected that 40 percent of the
vehicles that would make turning movements onto Capitol from the northbound and
southbound cross streets would also be diverted to Prairie and Walker. Twenty
percent (half of the diverted traffic) is expected to turn at the westbound street prior to
Capitol. The other 20 percent (half of the diverted traffic) is expected to travel through
the Capitol intersection and turn at the next westbound street.
Traffic volumes in the downtown area would not be impacted under the LPA and the
BRT alternatives with the alignment on Capitol and Rusk.
Southeast Corridor
4-6 January 2007
4.2.3 Corridor Street Modifications
This section discusses the impacts related to modification of the street system to
accommodate the BRT and fixed guideway alignments under the LPA and build
alternatives.
4.2.3.1 Locally Preferred Alternative
LPA between Louisiana and Polk Street
Between Louisiana Street in downtown Houston and Polk Street, BRT vehicles
would, for the most part, operate within exclusive diamond lanes for buses, high
occupancy vehicles, and right turning traffic. The BRT vehicles would travel north in
the left curb lane of York from Polk to McKinney and turn west into the north curb
lane of McKinney, then turn north into the east curb lane of Paige to Capitol. On
Capitol they would travel west in the north curb lane from Paige to Dowling. From
Dowling to Louisiana they would operate in the second lane from the north curb,
except from St Emanuel to Chartres where they would use the north curb lane. At
Louisiana the exclusive lane would end and the BRT vehicles would maneuver into
the left lane and turn south into the left lane on Smith from which they would turn
east on Rusk into an exclusive lane next to the parking lane at the south curb. They
would travel in that lane from Louisiana to Avenida de las Americas and from
Hutchins to Dowling. From Avenida de las Americas to Hutchins and from Dowling to
Delano they would use the south curb lane. On Delano they would travel in the
southbound general traffic lane to McKinney and then turn left into an exclusive lane
along the south curb to Sampson. From there they would turn south into the east
(left) curb lane and continue in that lane as it curves into Scott. The exclusive lane
would end at Polk Street where the fixed-guideway alignment would begin. The only
street improvements needed for the exclusive lanes would be resurfacing plus
marking and signing.
LPA between Polk Street and Wheeler Street
The fixed-guideway alignment would begin at Polk Street. From there it would follow
the median of Scott Street to a point about 200 feet north of Wheeler Street where it
would curve eastward, across the northbound lanes of Scott Street. This crossing
would be controlled by traffic signals or flashing lights with automatic gates.
Although Scott Street would be modified to accommodate the fixed-guideway alignment

and stations, the existing number of traffic lanes would be maintained. Localized
impacts are anticipated at 16 non-signalized intersections along Scott Street because
the fixed guideway in the median of the roadway would restrict left-turn and cross street
through movements at these intersections. Traffic that currently makes these
movements along Scott Street would need to divert to adjacent signalized intersections.
While this diversion of traffic is not anticipated to be substantial, the diverted traffic
volumes have been accounted for in the analysis. In addition, pedestrian movements
across the median at these intersections would be prohibited. These intersections are
on Scott Street at Denver, Bell, Pease, Jefferson, Coyle, McIlhenny, Bremond, Dennis,
Drew, Tuam, Anita, Rosalie, Simmons, Reeves, Alabama, and Eagle.
Southeast Corridor
January 2007 4-7
LPA between Scott Street and Beekman Road
At a point on Scott Street about 200 feet north of Wheeler Street, the fixed-guideway
alignment would curve to the east into a new, exclusive right-of-way along the north side
of Wheeler Street. It would then continue to a point between Cullen Boulevard and
Rockwood, where it would transition across Wheeler Street into an exclusive right-of-
way along the south side. That crossing would require control by means of traffic
signals or flashing lights and automatic gates. The fixed guideway would cross Cougar
Place, Cullen Boulevard, Rockwood Street, and University Oaks Boulevard, in each
case at a very short distance from Wheeler Street. These crossings would be controlled
by traffic signals which would necessarily include the intersections of these four
roadways with Wheeler Street. The existing one lane of travel in each direction would be
maintained along Wheeler Street between Scott Street and Calhoun Road. At Calhoun
Road, the fixed-guideway alignment would turn south at-grade into the median of Martin
Luther King Boulevard. Along Martin Luther King Boulevard, between Calhoun Road
and Griggs Road the existing number of travel lanes, two in each direction north Old
Spanish Trail and three in each direction between there and Griggs Road, would be
retained. Some minor lane width reductions may be necessary. North of the Griggs
Road intersection, the alignment would curve to the east, across the northbound lanes of
Martin Luther King Boulevard and the westbound lanes of Griggs Road and then
continue in the Griggs Road median to Beekman Road. This curve in the alignment
would require traffic signals or flashing lights with automatic gates at the crossings north
and east of the intersection.
Localized impacts are anticipated at five non-signalized intersections along Martin

Luther King Boulevard because the location of the fixed guideway in the median of
the roadway would restrict left-turn and through movements at these intersections.
Traffic that currently makes these movements would need to divert to adjacent
signalized intersections. While this diversion of traffic is not anticipated to be
substantial, the diverted traffic volumes have been accounted for in the analysis. In
addition, pedestrian movements across the median at these intersections would be
prohibited except at signalized crossings on the alignment. On Martin Luther King
Boulevard these intersections are at Winnetka Avenue, Marietta Lane, Ventura Lane,
Albemarle Lane, and Stuyvesant Lane. On Griggs Road the affected intersections
would be Cavanaugh Street and Royal Palms.
4.2.3.2 Build Alternatives
LRT Alternative between Bagby and St. Emanuel
The proposed fixed-guideway alignment in downtown under the LRT Alternative would
begin at mid-block on Capitol between Bagby and Smith. Capitol is a one-way
westbound street in downtown. The LRT alignment would be located in the center of the
street with one lane of traffic on each side of the alignment. At Travis the alignment
would transition to the south side of the street and continue to St. Emanuel.
To accommodate the in-street LRT alignment, the number of through traffic lanes on
Capitol would be reduced in some blocks. Between Bagby and Travis, where the
LRT alignment would be in the center of the street, the number of lanes would be
reduced to one lane on each side of the fixed guideway. At the transition to the
Southeast Corridor
4-8 January 2007
south side of the street in the block between Milam and Travis, one lane would be
maintained on the north side of the alignment. East of Travis, the trackway
alignment would continue on the south side of the street, with two lanes north of the
alignment from Travis to Austin and three lanes from Austin to Chartres. East of
Chartres, two lanes would be maintained north of the alignment. Left turns would be
restricted at most signalized intersections along Capitol in downtown.
BRT Alternative between Bagby and St. Emanuel
Under the BRT alternative, BRT vehicles would operate on Capitol and Rusk between
Bagby and St. Emanuel within reserved lanes for buses, high occupancy vehicles and
right turning traffic. On Capitol, the westbound BRT vehicles would maneuver from the
south curb lane to the north curb lane at St. Emanuel and continue west to Bagby. At
Bagby, they would turn south and then east into the south curb lane of Rusk where they
would continue east to St. Emanuel. At St. Emanuel, the vehicles would turn north into
the east curb lane then east onto Capitol to St Emanuel. The remaining two westbound
traffic lanes on Capitol and the two eastbound lanes on Rusk would be maintained and
no improvements would be made to the downtown intersections. Most traffic signals
would remain unchanged with the exception of Capitol at St. Emanuel and Capitol and
Rusk at Bagby.
Build Alternatives between St. Emanuel and Wheeler Street
The fixed-guideway alignment under the build alternatives would continue along the
south side of the Capitol from St. Emanuel to Paige in the vicinity of the Burlington
Northern Santa Fe Railway (BNSF) tracks. Two travel lanes would be provided on
the north side of the fixed guideway. The alignment would then turn southeast at-
grade and would cross diagonally through several city blocks to Sampson and Scott
Streets. At the intersection where Sampson Street turns into Scott Street, the
alignment would turn south and continue at grade in the middle of Scott Street to
IH-45. The existing median width of 30 feet in this section is of sufficient width to
accommodate the fixed guideway while maintaining the existing two lanes of traffic in
each direction.
For the LRT Alternative, Scott Street would have to be lowered at the freeway bridge
crossing, or over-height vehicles would need to be re-routed around the interchange,
due to reduced vertical clearance under IH-45 resulting from installation of an overhead
contact system. For the BRT Convertible Alternative, Scott Street would not be lowered.
After crossing under IH-45, the alignment would continue in the middle of Scott
Street to Elgin Street. The existing six lanes of traffic along Scott Street would be
reduced to two travel lanes in each direction to accommodate the fixed guideway
within the roadway. Protected left-turn lanes and local access needs would be
incorporated into the design where appropriate. From the Elgin Street intersection,
the alignment would continue south in the median of Scott Street to Wheeler Street.
The existing four lanes of traffic would be maintained along the roadway with
protected left turn lanes and local access where required.
Although the streets outside of downtown would be modified to accommodate the fixed-
guideway alignment and stations, the existing number of traffic lanes on Scott Street
Southeast Corridor
January 2007 4-9
would be maintained under the build alternatives. Localized impacts are anticipated at
15 non-signalized intersections along Scott Street because the fixed guideway in the
median of the roadway would restrict left-turn and cross street through movements at
these intersections. Traffic that currently makes these movements would need to divert
to adjacent signalized intersections. While this diversion of traffic is not anticipated to be
prohibited. These intersections are on Scott Street at Denver, Bell, Pease, Jefferson,
Coyle, McIlhenny, Bremond, Dennis, Drew, Tuam, Anita, Rosalie, Simmons, Reeves,
Alabama, and Eagle.
Build Alternatives between Wheeler Street and Beekman Road
The fixed-guideway alignment under the build alternatives would continue south at
grade in the median of Scott Street to Griggs Road. The existing four lanes of traffic
would be maintained along the roadway with protected left-turn lanes and local
access where required. At the Griggs Road intersection, the alignment would curve
to the east, cross through the intersection and turn east parallel to the south side of
the Old Spanish Trail from Scottcrest Drive to Griggs Road. The location of the
alignment off to the side of the roadway would avoid impacts to the number of lanes
along Old Spanish Trail through this area. The alignment would enter the median on
Griggs Road and continue east on Griggs Road to Beekman Road. The existing
median along Griggs Road would allow for the inclusion of the alignment without
impacting the number of lanes along the roadway.
Localized traffic impacts are anticipated at 20 non-signalized intersections along Scott

Street and Griggs Road because the location of the fixed guideway in the median of
the roadway would restrict left-turn and cross street through movements at these
intersections. Traffic that currently makes these movements would need to divert to
adjacent signalized intersections. While this diversion of traffic is not anticipated to be
prohibited These intersections are on Scott Street at Rosewood, Wichita, Ruth,
Wentworth, Arbor, Rosedale, Palm, Gertin, Rio Vista, Julius, Parkwood, and
Charleston Streets; and on Griggs Road at Foster, Eastwood, Wayland, Grace, Carol,
Shroeder, Cavanaugh, and Royal Palms.
Build Alternatives with Wheeler-MLK Alignment Option
Under the Wheeler-MLK alignment option, the proposed fixed-guideway would curve to
the east beginning at a point about 200 feet north of Wheeler Street and enter the
median of Wheeler Street about 200 feet east of Scott Street and then continue in the
median to Martin Luther King Boulevard. This curve in the alignment would intercept the
northbound lanes of Scott Street north of Wheeler Street and the westbound lanes of
Wheeler Street east of Scott Street. The conflicting movements at these mid-block
crossings would require control by means of traffic signals or flashing lights and
automatic gates. The existing one lane of travel in each direction would be maintained
along Wheeler Street on each side of the fixed-guideway alignment. East of Calhoun
Road, the alignment would turn south into the median of Martin Luther King Boulevard.
Along Martin Luther King Boulevard, the existing number of travel lanes in each direction
Southeast Corridor
4-10 January 2007
along the roadway would be maintained, although some minor lane width reductions
may be necessary. North of the Griggs Road intersection, the alignment would curve to
the east from the median of Martin Luther King Boulevard into the median of Griggs
Road and would then continue in the median to Beekman Road. This curve in the
alignment would require traffic signals or flashing lights with automatic gates to control
the crossings north and east of the existing travel lanes along Martin Luther King
Boulevard and Griggs Road.
Localized impacts are anticipated at eight non-signalized intersections along

Wheeler Street and Martin Luther King Boulevard because the location of the fixed
guideway in the median of the roadway would restrict left-turn and through
movements at these intersections. Traffic that currently makes these movements
would need to divert to adjacent signalized intersections. While this diversion of
traffic is not anticipated to be substantial, the diverted traffic volumes have been
accounted for in the analysis. In addition, pedestrian movements across the median
at these intersections would be prohibited except where noted. These intersections
are on Wheeler Street at Cougar Place (pedestrian crossing accommodation),
Rockwood Drive (pedestrian crossing accommodation), and an access driveway to
University Drive, and on Martin Luther King Boulevard at Winnetka Avenue, Marietta
Lane, Ventura Lane, Albemarle Lane, and Stuyvesant Lane. Similar to the
Southeast Transit Center alignment option on Griggs Road, the non-signalized
intersections on Griggs Road at Cavanuagh Street, and Royal Palms would be
impacted by the location of the fixed guideway in the median of the roadway.
4.2.3.3 LRT Alternative Maintenance and Storage Facility
The LRT Alternative would require a new maintenance and storage facility. The
proposed site for the LRT vehicle storage and maintenance facility is located south of
the fixed guideway alignment east of Dowling. The land acquisition required for the
vehicle storage yard and maintenance center under the LRT Alternative would
include some public street rights-of-way. This would require closure or vacating all
or portions of several streets within the area of the proposed site. The following
street segments are likely to be affected:
• Capitol between Nagel and the BNSF right-of-way

• Rusk between Delano and the BNSF right-of-way
• Walker between Paige and the BNSF right-of-way
• Delano between Rusk and Capitol
• Paige between Walker and Capitol
• Ennis between McKinney and the BNSF right-of-way
The potential closure or vacating of the above streets would result in potential
changes to the operation of the adjacent intersections. These changes could include
the elimination of a leg at an intersection, a reduction in the traffic volumes on the
impacted approach, and changes to the stop sign control at the intersections. Any
impacts associated with these changes to the intersections in this area would be
anticipated to be minor in nature and not create any significant impacts.
Southeast Corridor
January 2007 4-11
4.2.4 Signalized Intersection Modifications
Signalized intersections along the proposed build alternative alignments would be

impacted by the inclusion of transit operations along the roadways, however the
modifications and impacts would vary based on the technology and the alignment
options associated with the build alternatives. In general, the signalized intersections
along the fixed guideway alignment would operate on a predictive-priority condition
that would allow the parallel through traffic to move during the same signal phase as
the fixed guideway vehicle. As a result, the inclusion of the LRT or BRT movements
in the signal phase is not anticipated to substantially impact operations along the
corridor roadway and at signalized intersections. The inclusion of the fixed-guideway
alignment in the roadway network would require all interfaces of LRT or BRT
movements with vehicle and general pedestrian traffic be controlled by active
devices. That control may be supplemented by passive measures, such as signage
warning motorists and pedestrians of an approaching transit vehicle through the
intersection. The traffic control devices that have been incorporated into the design
of the project will help minimize impacts to the safety of the traveling public as a
result of the introduction of new transit movements through intersections.
4.2.4.1 Locally Preferred Alternative
LPA between Louisiana Street and Polk Street
The operation of BRT vehicles in exclusive diamond lanes along Capitol and Rusk in
downtown Houston would not require the implementation of any turning movement
restrictions or alteration of existing signal phases. No significant impact to the overall
traffic operations along those streets would be anticipated.
LPA between Polk Street and Wheeler Street
At six existing signalized intersections along this segment left turns from Scott Street
across the fixed guideway would be accommodated with a separate signal phase
that would provide for a protected only movement. Left turns from Scott Street would
not be permitted during any phase serving through traffic in the opposite direction.
This additional phase in the signal cycle would have some impact on the overall
capacity of those intersections, which are Leeland, Hadley, McGowan, Elgin,
Holman, and Cleburne.
Two new traffic signals are proposed at currently unsignalized intersections along
this segment. The signals would control vehicular and pedestrian movements across
the fixed guideway. These intersections are:
• Scott Street and IH-45 Southbound On-ramp

• Scott Street and IH-45 Northbound Off-ramp
New traffic signalization with separate left-turn phases is proposed for four intersections
along Martin Luther King Boulevard in this segment. Those traffic signals would operate
Southeast Corridor
4-12 January 2007
with protected only left-turn movements. These intersections are MacGregor Way,
Arvilla Lane, Madalyn Lane, and Cortelyou Lane
Other intersections along this segment would also require traffic control installations
or modifications and physical changes to the existing intersection to accommodate
the fixed guideway. These intersections are discussed below:
• Wheeler Street, Calhoun Road, and Martin Luther King Boulevard − The
geometry at this intersection already requires a complex signal phasing. That
phasing would need to be expanded to include control of the crossing of the
southbound lanes of Martin Luther King Boulevard by the fixed guideway. This
revised phasing would impact the overall traffic operations at this intersection.
• Martin Luther King Boulevard and Old Spanish Trail – The fixed guideway would
cross Old Spanish Trail at a new signalized intersection midway between the two
existing signalized intersections, which would be eliminated. Left turn
movements from Martin Luther King Boulevard would be accommodated at the
new intersections. BRT movements would be provided an exclusive signal
phase that would be inserted into the cycle when an approaching BRT vehicles is
detected. Additional right-of-way will be required to accommodate the through
and left-turn lanes on Martin Luther King Boulevard, including a median wide
enough to accommodate the fixed guideway and a split center platform station.
Some of the right-of-way currently occupied by the loop roadways could be
released for other purposes.
Five non-intersection guideway crossings would be required. At these locations,

Scott Street north of Wheeler Street, Wheeler Street east of Cullen Boulevard, Martin
Luther King Boulevard south of Wheeler Street, Martin Luther King Boulevard north
of Griggs Road, and Griggs Road east of Martin Luther King Boulevard, vehicle
movements across the tracks would be controlled by traffic signals and/or flashing
lights and automatic gates. Those devices would be interconnected with nearby
traffic signal controllers, which would be programmed to insert a pre-emption
sequence into the cycle whenever the crossing control equipment is activated.
Additional control devices would be installed to address pedestrian movements on
the sidewalks that intercept the fixed guideway.
The intersections of Scott Street and Wheeler Street and Martin Luther King Boulevard
and Griggs Road would not be physically impacted by the fixed-guideway alignment.
As noted however, traffic control at adjacent non-intersection crossings of the fixed
guideway may result in minor impacts to the traffic flow, particularly if those crossings
are controlled by flashing lights and automatic gates. Signalization at intersections
along the fixed guideway would be coordinated to reduce overall operational impacts.
4.2.4.2 Build Alternatives
Downtown LRT Alternative between Bagby and St. Emanuel
Capacity impacts would occur at a number of downtown intersections along the LRT
alignment where there would be no separate lanes for turns across the LRT trackway
from parallel lanes. In order to allow the LRT vehicles and through traffic on those
roadways to move on the same signal phase, left turns across the LRT trackway
Southeast Corridor
January 2007 4-13
would be prohibited at most signalized intersections on Capitol and diverted to other

roadways. The intersections on Capitol where currently legal left turns onto cross
streets would be prohibited include Brazos, Smith, Milam, Main, Fannin, Caroline, La
Branch, Jackson, Avenida de las Americas, Chenevert, Hamilton, Chartres, St.
Emanuel, Hutchins, Bastrop, Dowling, St. Charles, and Live Oak.
Downtown BRT Alternative between Bagby and St. Emanuel
Under the BRT Alternative, the operation of BRT vehicles in reserved lanes would
not substantially impact signalized intersection operations along Capitol and Rusk.
Because no turning movement restrictions would be incorporated into the signal
operations, no significant impact to the overall traffic operations throughout
downtown would be anticipated.
At five existing signalized intersections along Scott Street south to Wheeler Street,
left turns would be accommodated across the fixed guideway with a new left-turn
signal that would operate as a protected only phase. This additional phase in the
signal operations would have some impact on overall capacity at the intersection.
These intersections are on Scott Street at Leeland, McGowen, Elgin, Holman, and
Cleburne Streets.
Several new traffic signals are proposed under the build alternatives at existing
unsignalized intersections along the fixed-guideway alignment between St. Emanuel
and Wheeler Street. The intersection operations would control vehicular movements
across the fixed guideway through the intersection on separate phases. Pedestrian
movements across the fixed guideway at these locations would also be controlled.
These locations include the following two intersections:
• McKinney Avenue and Roberts Street

• Sampson Street and Lamar Street
• Scott Street and IH-45 Southbound On-ramp
• Scott Street and IH-45 Northbound Off-ramp
One other signalized intersection in this segment of Scott Street would require traffic
control modifications at the existing intersection to accommodate the fixed guideway.
At the intersection of Scott and Polk Streets, the median on the north and south legs
would be reconfigured so that it would extend into the “shadows” of the northbound
and southbound left-turn lanes. This added median width would provide a refuge for
pedestrians stranded in mid crossing at the end of the signal phase. The signal
phase serving the northbound and southbound left turns at these intersections would
be protected only.
At three existing signalized intersections along Scott Street and four existing signalized
intersections along Griggs Road under the Southeast Transit Center Alignment Option,
left turns would be accommodated across the fixed guideway with a new left-turn signal
Southeast Corridor
4-14 January 2007
that would operate as a protected only phase. This additional phase in the signal
operations would have some effect on overall capacity at the intersections. These
intersections are on Scott Street at Blodgett Street, Southmore Street, North MacGregor
Way, South MacGregor Way, and Griggs Road; and on Griggs Road at Cullen
Boulevard, Calhoun Road, Milart Street, and Martin Luther King Boulevard.
Several new traffic signals are proposed along Scott Street and Griggs Road under
the Southeast Transit Center Alignment Option. These traffic signals would operate
with protected only left-turn movements from Scott Street and Griggs Road across
the fixed guideway. These locations include the following three intersections:
• Scott Street and Southmore Boulevard

• Griggs Road and Milart Street
• Griggs Road and Beekman Street
At the Griggs Road and Gosforth Street intersection, the location of the guideway
through the intersection would require an additional phase to serve the guideway
vehicle movements. In addition, on the southwest corner of the Griggs Road and
Gosforth Street intersection, a separate set of signals would be needed to control
pedestrian movements across the fixed guideway.
Other existing signalized intersections in this section would require traffic control
modifications to accommodate the fixed guideway. These intersections and the
required modifications are listed below:
• Scott Street and Griggs Road − At the intersection of Scott Street and Griggs
Road, the signal controller would need to be reprogrammed to accommodate an
additional phase into the cycle whenever an approaching transit vehicle is
detected. During that phase, all traffic movements would be stopped except for
pedestrian movements on the south, east, and west crosswalks and for
southbound through-right vehicle movements. The signal phase serving the
southbound left turns from Scott Street also would be protected only. Separate
signal control would be needed to regulate pedestrian movements across the
fixed guideway on the southeast corner.
• Scottcrest and Old Spanish Trail − At this intersection, the signal controller would
need to be reprogrammed to accommodate an additional phase into the cycle
whenever an approaching fixed guideway vehicle is detected. During that phase,
all vehicle movements would have to be stopped, except right turn movements
from Old Spanish Trail. Separate signal control would be needed to regulate
pedestrian movements across the fixed guideway on the northwest and
southeast corners.
• The modification of the streets to accommodate the fixed guideway under the
Southeast Transit Center alignment option would include the construction of a
new street along the south side of the fixed guideway between St. Augustine
Street and Gosforth Street. St. Augustine Street, Conley Street, England Street,
Sidney Street and Gosforth Street would be closed at the fixed guideway and the
new street would provide circulation between these five streets south of the
closure. North of the fixed guideway Conley Street, England Street and Sidney
Southeast Corridor
January 2007 4-15
Street would become short no-outlet streets to provide access to abutting

properties. Dupont Avenue would also be closed between St. Augustine Street
and England Street as a result of the inclusion of the fixed guideway.
Under the Wheeler-MLK alignment option, several new traffic signals with separate left-
turn lanes are proposed along Martin Luther King Boulevard. These traffic signals would
operate with protected only left-turn movements. These intersections are located on
Martin Luther King Boulevard at MacGregor Way, Arvilla Lane, Madalyn Lane, and
Cortelyou Lane.
Other intersections along this alignment option would require traffic control
installations or modifications and physical changes to the existing intersection to
accommodate the fixed guideway. These intersections as well as the identified
modifications are listed below:
• Wheeler Street and University Oaks Boulevard – The currently envisioned

location of the proposed University Station would require widening of the
Wheeler Street right-of-way through the acquisition of private property to provide
space for a center platform and a separate left-turn lane. A new traffic signal with
a signal phase serving the westbound left-turn and eastbound u-turn movements
operating as a protected only phase would be required.
• Wheeler Street, Calhoun Road, and Martin Luther King Boulevard − The
geometry at this intersection already requires a complex signal phasing. An
additional signal phase would be required to accommodate the movements on
the fixed guideway. The addition of this phase to the signal cycle will impact the
overall traffic operations at this intersection.
• Martin Luther King Boulevard and Old Spanish Trail – The fixed guideway would
intercept Old Spanish trail at a new signalized intersection midway between the
two existing signalized intersections. This would affect the lanes available for
queuing left turn traffic. Significant revision to the roadway geometry would be
needed to minimize the impact of this new intersection. Left turns from Old
Spanish Trail would be allowed at the new intersection but left turning traffic from
Martin Luther King Boulevard would be accommodated from the existing loop
roadway intersections. This would eliminate the need for protected left turn bays
and signal phase on Martin Luther King Boulevard at the new centralized
intersection. The Arvilla Station would be accommodated across the intersection
and would require widening of the Martin Luther King Boulevard right-of-way to
provide space for a center platform.
The existing signalized pedestrian crossing at Wheeler and Rockwood would be

retained under this alignment option. In addition, three mid-block pedestrian
crossings on Wheeler Street and one crossing on Martin Luther King Boulevard are
proposed under the Wheeler-MLK alignment option. These proposed crossings
would be located along Wheeler Street east of Cougar Place, at University Oaks
Boulevard, and east of University Oaks Boulevard near the proposed University
Station. The proposed crossing on Martin Luther King Boulevard would be located
north of Winnetka Lane. The pedestrian crossing at University Oaks Boulevard
Southeast Corridor
4-16 January 2007
would be incorporated into the operation of the proposed signal at that intersection
location. At all proposed pedestrian crossings, a refuge zone in the proposed
median of the fixed guideway should be incorporated into the crossing design to
account for any pedestrians stranded when crossing the guideway.
Four non-intersection guideway crossings would be required under the Wheeler-MLK

alignment option. At these locations, Scott Street north of Wheeler Street, Wheeler
Street east of Scott Street, Martin Luther King Boulevard north of Griggs Road, and
Griggs Road east of Martin Luther King Boulevard, vehicle movements across the tracks
would need to be controlled by traffic signals and/or flashing lights and automatic gates.
Those devices would be interconnected with the traffic signal controller at Scott Street
and Wheeler Street, which would be programmed to insert a pre-emption sequence into
the cycle whenever the crossing control equipment is activated. Additional control
devices would be installed to address pedestrian movements on the sidewalks that
intercept the fixed guideway.
The intersections of Scott Street and Wheeler Street and Martin Luther King Boulevard
and Griggs Road under the Wheeler-MLK alignment option would not be physically
impacted by the fixed-guideway alignment. As noted however, adjacent non-intersection
crossings of the fixed guideway may result in minor impacts to the traffic flow at these
intersections, particularly if those crossings are controlled by flashing lights and
automatic gates. The intersection operations between these guideway crossings and
signalized intersections would be coordinated to reduce overall operational impacts.
4.2.5 Impacts on Level of Service at Intersections
Levels of service at signalized intersections during the a.m. and p.m. peak hours in
2025 were identified for the No Build Alternative and the LPA and build alternatives.
The analysis was conducted using procedures as described in the Transportation
Research Board’s 2000 Edition Highway Capacity Manual (HCM). The results of the
analysis are summarized in the following sections. A roadway operating at LOS A
through D is considered to be operating at an acceptable condition, while a roadway
operating at LOS E or F is considered to be operating at a deficient LOS.
4.2.5.1 Impacts under No Build Alternative
A LOS analysis was conducted for signalized intersections in the downtown area and
outside of downtown along Scott Street, Griggs Road, Wheeler Street, and Martin
Luther King Boulevard under the No Build Alternative in 2025. The purpose of the
analysis was to determine what conditions would be in 2025 without the project. The
results of the analysis are discussed below.
No Build Alternative between Bagby and St. Emanuel
Table 4-3 presents the results of the analysis of delay and LOS for signalized
intersections in downtown under the No Build Alternative. The signalized
intersections analyzed are those on the proposed LRT alignment on Capitol under
the LRT Alternative and on Capitol and Rusk under the LPA and BRT alternatives.
Southeast Corridor
January 2007 4-17
Table 4-3. No Build Alternative Level of Service Analysis

for Signalized Intersections in Downtown
AM Peak PM Peak
Intersection Average Delay (sec/veh) LOS Average Delay (sec/veh) LOS
Capitol at Bagby 25.0 C 25.9 C
Capitol at Smith 7.9 A 7.9 A
Capitol at Louisiana 7.6 A 10.9 B
Capitol at Milam 4.7 A 5.8 A
Capitol at Travis 3.3 A 6.5 A
Capitol at Main 20.3 C 14.9 B
Capitol at Fannin 10.8 B 8.0 A
Capitol at San Jacinto 8.8 A 5.5 A
Capitol at Caroline 9.2 A 8.6 A
Capitol at Austin 5.6 A 5.1 A
Capitol at LaBranch 6.1 A 6.2 A
Capitol at Crawford 13.6 B 9.1 A
Capitol at Americas 12.9 B 10.9 B
Capitol at Chartres 3.8 A 12.9 B
Capitol at St. Emanuel 15.5 B 12.3 B
Rusk at Bagby 12.3 B 13.4 B
Rusk at Smith 10.0 B 10.3 B
Rusk at Louisiana 8.3 A 8.7 A
Rusk at Milam 7.5 A 4.8 A
Rusk at Travis 7.4 A 10.1 B
Rusk at Main 17.0 B 12.9 B
Rusk at Fannin 3.9 A 5.9 A
Rusk at San Jacinto 6.8 A 7.8 A
Rusk at Caroline 8.3 A 9.1 A
Rusk at Austin 6.9 A 5.0 A
Rusk at LaBranch 11.0 B 8.4 A
Rusk at Crawford 6.8 A 1.9 A
Rusk at Americas 15.7 B 11.4 B
Rusk at Chartres 15.1 B 19.7 B
Rusk at St. Emanuel 7.2 A 15.8 B
Source: Parsons Brinckerhoff and Gunda Corporation, 2006.
As indicated in the table, all intersections analyzed are expected to operate with
acceptable overall levels of service during both the a.m. and p.m. peak hours.
Levels of service range from A to C for overall operations, with most intersections
operating at LOS A or B during both a.m. and p.m. peak hours. Average vehicle
delays range from 3.3 seconds/vehicle to 25.9 seconds/vehicle at the signalized
intersections during both peak hours.
Southeast Corridor
4-18 January 2007
No Build Alternative between St. Emanuel and Wheeler Street
intersections between St. Emanuel and Wheeler Street under the No Build Alternative.

for Signalized Intersections between St. Emanuel and Wheeler Street
AM Peak PM Peak
Average Delay Average Delay
Intersection (sec/veh) LOS (sec/veh) LOS
McKinney at Sampson 10.0 B 12.0 B
McKinney at York 12.8 B 13.2 B
Scott at Polk 18.6 B 20.7 C
Scott at Leeland & Scott 10.8 B 11.3 B
Scott at Gulf Fwy NSR 18.1 B 21.4 C
Scott at Gulf Fwy SSR 26.6 C 23.1 C
Scott at McGowan 13.0 B 9.5 A
Scott at Elgin 23.2 C 26.7 C
Scott at Holman 6.0 A 17.9 B
Scott at Cleburne 10.9 B 8.5 A
Scott at Wheeler 8.3 A 14.3 B
The results of the analysis indicate that all of the intersections are expected to operate
with acceptable overall levels of service during both the a.m. and p.m. peak hours.
Levels of service range from A to C for overall operations, with most intersections
operating at LOS B or C during both the a.m. and p.m. peak hours. Average vehicle
delays for all the intersections are expected to range from 6.0 seconds/vehicle to 33.4
seconds/vehicle at the signalized intersections during both peak hours.
No Build Alternative on South Scott Street and Griggs Road
intersections along Scott Street south of Wheeler Street and on Griggs Road under the
No Build Alternative.
The results of the analysis indicate that all of the intersections are expected to
operate with acceptable overall levels of service during both the a.m. and p.m. peak
hours. Levels of service range from A to C for overall operations, with most
intersections operating at LOS B or C during both the a.m. and p.m. peak hours.
Average vehicle delays for all the intersections are expected to range from 6.6
seconds/vehicle to 32.5 seconds/vehicle at the signalized intersections during both
peak hours.
Southeast Corridor
January 2007 4-19

for Signalized Intersections on Scott Street and Griggs Road
AM Peak PM Peak
Scott at Blodgett 14.6 B 18.2 B
Scott at N. McGregor 32.6 C 26.1 C
Scott at S. McGregor 12.9 B 9.5 A
Scott at Griggs 12.8 B 10.0 B
OST & Scottcrest 6.6 A 7.0 A
Griggs at Cullen 19.0 B 23.1 C
Griggs at Calhoun 10.3 B 15.0 B
Griggs at MLK 27.7 C 32.5 C
No Build Alternative on Wheeler Street and Martin Luther King Boulevard
intersections along Wheeler Street and Martin Luther King Boulevard under the No Build
Alternative.

for Signalized Intersections on Wheeler Street and Martin Luther King Boulevard
AM Peak PM Peak
Wheeler at Cullen 33.4 C 46.9 D
Wheeler at Rockwood N/A N/A N/A N/A
Wheeler at University Oaks N/A N/A N/A N/A
Wheeler at Calhoun/MLK 35.7 D 41.3 D
MLK NB at Old Spanish Trail 19.8 B 24.5 C
MLK SB at Old Spanish Trail 25.5 C 26.8 C
MLK at Arvilla N/A N/A N/A N/A
MLK at Madalyn N/A N/A N/A N/A
MLK at Cortelyou N/A N/A N/A N/A
MLK at Griggs 32.5 C 36.7 D
Griggs at Palm Center P&R N/A N/A N/A N/A
Griggs at Beekman N/A N/A N/A N/A
Southeast Corridor
4-20 January 2007
The results of the analysis indicate that all of the intersections are expected to operate
with acceptable overall levels of service during both the a.m. and p.m. peak hours.
Levels of service range from B to D for overall operations, with most intersections
operating at LOS C during both the a.m. and p.m. peak hours. Average vehicle delays
for all the intersections are expected to range from 19.8 seconds/vehicle to 46.9
seconds/vehicle at the signalized intersections during both peak hours.
4.2.5.2 Impacts under the Locally Preferred Alternative and the Build Alternatives
A level of service analysis was conducted for all signalized intersections in downtown
and outside downtown along the fixed-guideway alignment under the LPA and build
alternatives in 2025. The analysis was based on the revised traffic signalized operations
needed to accommodate the transit vehicle movements through intersection crossings
and modified intersection geometrics as shown on the plan drawings contained in
Volume 2 of this Final Environmental Impact Statement (FEIS). The results of the
analysis are discussed below.
Locally Preferred Alternative
LPA between Smith and St. Emanuel

intersections in downtown on Capitol and Rusk between Smith and St. Emanuel
under the LPA. The analysis assumes that the BRT vehicles would operate in
reserved diamond lanes parallel to the adjacent through traffic and that general traffic
would be permitted to make right turns from the reserved lanes at intersections and
mid-block driveways.
hours. Levels of service range from A to C for overall operations, with most
intersections operating at LOS A or C during both the a.m. and p.m. peak hours.
peak hours.
LPA between St. Emanuel and Wheeler Street

intersections along the LPA alignment between St Emanuel and Wheeler Street. The
analysis assumes that the BRT vehicles would operate in reserved lanes between
St. Emanuel and Polk Street, except on Delano, and that general traffic would be
permitted to make right turns from the reserved lanes at intersections and mid-block
driveways. Between Polk Street and Wheeler Street, the BRT vehicles would
operate in exclusive lanes along the fixed guideway on Scott Street.
hours. Levels of service range from A to D for overall operations, with most
Southeast Corridor
January 2007 4-21
Table 4-7. LPA Alignment between Smith and St. Emanuel

Level of Service Analysis for Signalized Intersections
AM Peak PM Peak
Capitol at Caroline 10.1 B 9.8 A
Rusk at Louisiana 15.0 B 8.7 A
Rusk at Travis 9.2 A 10.7 B
Rusk at Caroline 8.5 A 10.2 B
Rusk at Chartres 15.3 B 20.4 C
Southeast Corridor
4-22 January 2007
Table 4-8. LPA Alignment between St. Emanuel and Wheeler Street
AM Peak PM Peak
Capitol at Dowling 13.7 B 4.1 A
Capitol at St. Charles 8.2 A 8.2 A
Capitol at Live Oak 9.1 A 12.4 B
Rusk at St. Emanuel 19.8 B 14.3 B
Rusk at Dowling 26.4 C 16.2 B
Rusk at St. Charles 9.2 A 9.4 A
Rusk at Live Oak 9.0 A 9.9 A
McKinney at Delano 9.4 A 9.5 A
McKinney at Sampson 13.6 B 13.2 B
McKinney at York 13.3 B 5.7 A
Scott at Polk 22.9 C 29.1 C
Scott at Leeland & Scott 17.1 B 22.3 C
Scott at IH-45 NSR 20.8 C 28.9 C
Scott at IH-45 SSR 42.6 D 20.2 C
Scott at McGowan 15.3 B 13.9 B
Scott at Holman 21.1 C 25.4 C
Scott at Cleburne 15.8 B 12.0 B
Scott at Wheeler 20.1 C 22.2 C
intersections operating at LOS A, B or C during both the a.m. and p.m. peak hours.
peak hours.

intersections along the LPA alignment between Scott Street and Beekman Road.
intersections operating at LOS A or C during both the a.m. and p.m. peak hours.
peak hours.
Southeast Corridor
January 2007 4-23
Table 4-9. LPA Alignment between Scott Street and Beekman Road
AM Peak PM Peak
Wheeler at Cullen 30.2 C 28.8 C
Wheeler at Rockwood 2.0 A 5.4 A
Wheeler at University Oaks 6.9 A 4.4 A
MLK at Old Spanish Trail 25.8 C 27.5 C
MLK at Arvilla 16.0 B 5.5 A
MLK at Madalyn 0.9 A 1.1 A
MLK at Cortelyou 2.5 A 2.4 A
MLK at Griggs 35.3 D 44.0 D
Griggs at Palm Center P&R 7.2 A 8.2 A
Griggs at Beekman 2.8 A 3.4 A
Build Alternatives
LRT Alternative in Downtown

intersections in downtown under the LRT Alternative with the proposed fixed-
guideway alignment on Capitol. The LOS analysis for the signalized intersections on
Capitol assumes that the vehicles along the LRT trackway would operate through the
intersections concurrently with parallel through traffic. Left turns across the trackway
would be prohibited at most intersections. While no physical impacts are anticipated
to occur along Rusk under the downtown LRT alignment, minor fluctuations in
localized travel patterns are anticipated as a result of the diversion of traffic. These
fluctuations are not anticipated to impact the operations of the intersections.
The results indicate that overall levels of service at most intersections on Capitol under
the LRT Alternative with the downtown LRT alignment would remain similar to those
conditions identified under the No Build Alternative. This is a result of the diversion
traffic from Capitol as a result of the reduction in number of through traffic lanes on
Capitol under the LRT Alternative. With the diversion of traffic, all of the intersections on
Capitol are expected to operate with acceptable overall levels of service during both the
a.m. and p.m. peak hours. Levels of service range from A to C for overall operations,
with most intersections operating at LOS A or B during both the a.m. and p.m. peak
hours. Average vehicle delays for all the intersections are projected to range from 2.8
seconds/vehicle to 24.7 seconds/vehicle during both peak hours.
Because of the reduction in number of through traffic lanes on Capitol under the LRT
Alternative, traffic is expected to divert to Prairie which parallels Capitol. A LOS analysis
was conducted for the signalized intersections on Prairie to determine the impacts of the
diverted traffic from Capitol. The results of this analysis are presented in Table 4-11.
Southeast Corridor
4-24 January 2007
Table 4-10. LRT Alignment in Downtown

Level of Service Analysis for Signalized Intersections on Capitol
AM Peak PM Peak
Capitol at Bagby 15.9 B 24.7 C
Capitol at Milam 2.8 A 14.1 B
Capitol at Travis 6.5 A 15.4 B
Capitol at Main 14.3 B 16.5 B
Capitol at Fannin 8.7 A 8.3 A
Capitol at Caroline 9.4 A 11.8 B
Capitol at Crawford 9.5 A 8.1 A
Table 4-11. LRT Alignment in Downtown

Level of Service Analysis for Signalized Intersections on Prairie
AM Peak PM Peak
2025 No Build 2025 LRT 2025 No Build 2025 LRT
Existing (2004) Alternative Alternative Existing (2004) Alternative Alternative
Average Average Average Average Average Average
Delay Delay Delay Delay Delay Delay
Intersection (sec/veh) LOS (sec/veh) LOS (sec/veh) LOS (sec/veh) LOS (sec/veh) LOS (sec/veh) LOS
Prairie at Bagby 17.1 B 18.2 B 21.0 C 31.2 C 37.2 D 36.5 D
Prairie at Smith 13.8 B 14.8 B 13.7 B 8.9 A 10.6 B 11.0 B
Prairie at Louisiana 12.9 B 14.1 B 16.2 B 12.7 B 15.9 B 19.9 B
Prairie at Milam 18.6 B 20.0 C 18.7 B 15.0 B 16.4 B 15.9 B
Prairie at Travis 26.7 C 27.6 C 28.8 C 25.6 C 26.7 C 28.8 C
Prairie at Main 8.6 A 8.2 A 10.6 B 7.7 A 8.0 A 8.5 A
Prairie at Fannin 12.2 B 12.8 B 11.9 B 11.0 B 11.1 B 11.2 B
Prairie at San Jacinto 9.1 A 11.5 B 13.8 B 8.0 A 10.2 B 10.9 B
Prairie at Caroline 17.8 B 18.2 B 17.2 B 12.6 B 12.9 B 14.4 B
Prairie at Austin 10.3 B 9.6 A 6.2 A 5.3 A 5.5 A 5.1 A
Prairie at LaBranch 16.4 B 18.8 B 19.7 B 12.3 B 13.0 B 13.6 B
Prairie at Crawford 0.4 A 0.3 A 0.0 A 0.9 A 0.9 A 0.6 A
Source: METRO Southeast Corridor DEIS, Capitol Avenue Option Traffic Analysis, September 29, 2004.
Southeast Corridor
January 2007 4-25
As indicated in the table, all signalized intersections on Prairie are expected to operate at
acceptable levels of service (i.e., LOS D or better) with the inclusion of the diverted traffic
from Capitol.
BRT Alternative in Downtown

intersections in downtown under the BRT Alternative with the proposed downtown
BRT alignment on Capitol and Rusk. The level of service analysis for the signalized
intersections on Capitol and Rusk assumes that the BRT vehicles would operate in
reserved diamond lanes parallel to the adjacent through traffic. Right turns from the
reserved diamond lanes for general traffic would also be permitted at intersections.
Table 4-12. BRT Alignment in Downtown

Level of Service Analysis for Signalized Intersections on Capitol and Rusk
AM Peak PM Peak
Capitol at Bagby 24.9 C 26.2 C
Capitol at Caroline 9.5 A 9.1 A
Rusk at Bagby 12.3 B 10.3 B
Rusk at Louisiana 8.7 A 8.4 A
Rusk at Travis 7.5 A 9.9 A
Rusk at Caroline 9.0 A 9.8 A
Rusk at Chartres 15.1 B 19.7 B
Rusk at St. Emanuel 6.9 A 15.8 B
Southeast Corridor
4-26 January 2007
The results indicate that overall intersection levels of service at most intersections on
Capitol and Rusk would remain similar to those conditions identified under the No
Build Alternative. This is a result of the similar operations at intersections under the
No Build and BRT alternatives.
All of the intersections on Capitol and Rusk are expected to operate with acceptable
overall levels of service during both the a.m. and p.m. peak hours. Levels of service
range from A to C for overall operations, with most intersections operating at LOS A
or B during both the a.m. and p.m. peak hours. Average vehicle delays for all the
intersections are projected to range from 2.2 seconds/vehicle to 26.2
seconds/vehicle during both peak hours.

intersections along the proposed fixed guideway alignment between St. Emanuel and
Wheeler Street under the build alternatives.
Table 4-13. Build Alternatives Alignment between St. Emanuel and Wheeler Street
AM Peak PM Peak
Capitol at St. Emanuel 22.6 C 19.9 B
Capitol at Dowling 7.0 A 9.9 A
Capitol at St. Charles 13.1 B 8.9 A
Capitol at Live Oak 18.9 B 17.1 B
McKinney at Sampson 7.8 A 7.9 A
McKinney at York 8.1 A 8.5 A
Scott at Polk 25.0 C 26.1 C
Scott at Leeland & Scott 17.1 B 22.3 C
Scott at IH-45 NSR 20.4 C 25.3 C
Scott at IH-45 SSR 38.0 D 19.6 B
Scott at McGowan 15.7 B 13.9 B
Scott at Holman 16.3 B 25.4 C
Scott at Cleburne 14.1 B 10.3 B
Scott at Wheeler 20.1 C 22.2 C
intersections operating at LOS B or C during both the a.m. and p.m. peak hours.
peak hours.
Southeast Corridor
January 2007 4-27

intersections along Scott Street and Griggs Road south of Wheeler Street.
Table 4-14. Build Alternatives Alignment between Wheeler Street and Beekman Road
AM Peak PM Peak
Intersection Average Delay Average Delay
(sec/veh) LOS (sec/veh) LOS
Scott at Blodgett 14.8 B 23.0 C
Scott at Southmore 3.4 A 6.7 A
Scott at N. McGregor 39.7 D 27.6 C
Scott at S. McGregor 31.8 C 17.8 B
Scott at Griggs 21.8 C 19.2 B
Old Spanish Trail & Scottcrest 8.0 A 8.3 A
Griggs at Cullen 20.8 C 24.8 C
Griggs at Calhoun 10.5 B 19.1 B
Griggs at Milart 4.3 A 4.7 A
Griggs at MLK 31.0 C 34.0 C
Griggs at Palm Center P &R 6.9 A 8.4 A
intersections operating at a LOS B or C during both the a.m. and p.m. peak hours.
peak hours.

intersections along Wheeler Street and Martin Luther King Boulevard under the
Wheeler-MLK alignment option.
intersections operating at a LOS C during both the a.m. and p.m. peak hours.
peak hours.
Southeast Corridor
4-28 January 2007
Table 4-15. Build Alternatives with Wheeler-MLK Alignment Option

AM Peak PM Peak
Wheeler at Cullen 36.5 D 48.3 D
Wheeler at Rockwood 1.6 A 5.0 A
Wheeler at University Oaks 5.8 A 4.2 A
MLK NB at Old Spanish Trail 23.5 C 28.7 C
MLK SB at Old Spanish Trail 24.6 C 28.6 C
MLK at Arvilla 9.8 A 5.2 A
MLK at Madalyn 1.6 A 1.0 A
MLK at Cortelyou 2.8 A 2.2 A
MLK at Griggs 34.0 C 44.0 D
Griggs at Palm Center P&R 7.2 A 8.2 A
4.2.6 Station Traffic Impacts
Localized increases in traffic volumes would occur at stations with parking facilities
for passengers arriving by automobile; however only one station associated with the
build alternatives has associated parking facilities. A total of 11 stations are
proposed under the LPA. Depending on the alignment and mode variation, a total of
10 to 15 stations are proposed under the Build Alternative.
The one station under the LPA and build alternatives that would include parking for
passengers is the proposed Palm Center Station on Griggs Road east of Martin
Luther King Boulevard. The Palm Center Station is proposed to have 325 surface
parking spaces. This lot would generate approximately 244 vehicular trips in the
a.m. peak period and 221 trips in the p.m. peak period. A major portion of the auto
traffic to and from the Palm Center Station is estimated to access the station from
IH-610. Vehicular traffic to/from IH-610 is expected to travel along Griggs Road for
the two blocks between the freeway and station parking lots. The addition of the
station traffic is expected to have only minor impacts on the IH-610 frontage road
intersections with Griggs Road, and on the Griggs Road intersections in the vicinity
of the station.
Mitigation measures for impacts on signalized intersections have been identified and
included in the traffic design and signal operations for the LPA. The measures to be
implemented at signalized intersections include the following:
• A corridor-wide 90-second cycle length;

• Optimized signal timing splits at each intersection;
Southeast Corridor
January 2007 4-29
• A corridor-wide interconnected coordinated traffic signal system;

• New traffic signal controllers, pedestrian controls, and signage at signalized
intersections;
• Traffic signal phasing operations with a special fixed guideway vehicle phase;
and
• Protected left turn phases for traffic turning across the fixed guideway from
parallel lanes.
• METRO Police would continue to coordinate with state and local authorities on
public safety and traffic within the corridor. Educational programs to alert the
traveling public of the presence of new transit vehicles will be conducted in the
corridor.
4.3 Impacts on Railroads

Under the build alternatives, a short section of non-operational railroad tracks along
Walker near Ennis would be eliminated. Because the tracks along Walker are
currently non-operational, the removal of the tracks is not expected to impact the
operations of the railroad or service to customers of the railroad and, therefore, no
mitigation would be required. The LPA would not require the elimination of the
railroad tracks at this location.
Additionally, the LPA and build alternatives would end east of Martin Luther King
Boulevard on Griggs Road and would not have any impact to the existing at-grade
railroad crossing of the Union Pacific Railroad (UPRR) and BNSF railroads near the
intersection of Griggs Road and Long Drive. No mitigation would be required.
4.4 Parking Impacts

Construction of the LPA and build alternatives will require the removal of both on-
and off-street parking. This section identifies the location of parking to be eliminated,
anticipated impacts of the elimination of this parking, and mitigation to be
implemented, where feasible, for replacement of parking. The No Build Alternative
would have no impact to parking.
4.4.1 Removal of Off-Street Parking
Off-street parking consists of designated parking spaces on property adjacent to the

LPA and build alignments. Off-street parking may be provided for customer usage to
support businesses of for residences. No for-fee parking facilities would be affected.
Under the LPA and build alternatives, property in the form of right-of-way will be
acquired in order to provide for the appropriate cross-section of the fixed guideway
and adjacent roadways. The spaces would be eliminated from facilities supporting
specific commercial properties that would be acquired for the project and from the
UH in the segment between Elgin Street and Wheeler Street. Off-street spaces will
also be removed from the Palm Center for use as a parking garage for the proposed
Southeast Corridor
4-30 January 2007
station at this location. The impact at Palm Center is expected to be minimal

because of the excess parking at this site.
4.4.2 Removal of On-Street Parking
The parking impacts under the LPA are summarized below by segment:
• Downtown LPA – In the downtown area, on-street parking would be eliminated

along the north curb of Capitol and the south curb of Rusk at the station
platforms and in blocks where the diamond lane would be next to the curb. On
Capitol the north curb lane would be reserved for BRT vehicles from Paige to
Dowling and from St Emanuel to Chartres. On Rusk the south curb lane would
be exclusive to BRT vehicles from San Jacinto to Caroline, from Avenida de las
Americas to Hutchins and from Dowling to Delano Access to existing off-street
parking facilities and loading docks would not be materially affected since
general traffic would be able to utilize the BRT reserved diamond lane for right
turns. Also, vehicles exiting from existing parking garage structures will be able
to cross the BRT reserved lanes to enter the roadway.
• LPA between Delano Street and Polk Street – The exclusive BRT lanes would be
located next to the curb along the streets in this segment and parking in those
lanes would be eliminated. The affected lanes are the west side of York from
Polk to McKinney, the north side of McKinney from York to Paige, the east side
of Paige from McKinney to Capitol, the west side of Delano from Rusk to
McKinney, the south side of McKinney from Delano to Sampson, the east side of
Sampson from McKinney to Lamar and the east side of Scott from Lamar to Polk.
Access to existing off-street parking facilities and loading docks would not be
substantially affected since general traffic would be able to utilize the reserved
lanes for right turns. Also, vehicles exiting from existing parking garage structures
will be able to cross the BRT reserved lanes to enter the roadway.
• LPA between Polk Street and Wheeler Street – As previously noted, on-street
parking is largely prohibited along Scott Street. In the areas with on-street
parking is permitted it is limited to non-peak hours due to the use of the existing
curb lane along Scott Street for peak period travel. As a result of this limitation,
mid-day and overnight parking along Scott Street is generally low. The impacts
to on-street parking as a result of the location of the fixed guideway alignment
along Scott Street between Polk Street and Wheeler Street are expected to be
minimal. One area of minor impact will be the section of Scott Street between
the IH-45 interchange and Rosalie Street where non-peak parking is available
along both sides of the roadway. A field review of the parking utilization indicates
little use of the parking spaces during daytime hours (Gunda, 2004). Therefore,
the impact of the reduction of parking in this area is expected to be minimal.
• LPA between Scott Street and Beekman Road – Along Wheeler Street from
Scott Street to Martin Luther King Boulevard on-street parking is not currently
permitted along either side of the roadway, except in the section between Scott
Street and Cullen Boulevard where parking is permitted during the evening
hours. Given that the fixed guideway would have its own right-of-way between
Scott Street and Calhoun Road there would be no meaningful impact on the
current parking patterns. Along the segments of Martin Luther King Boulevard
Southeast Corridor
January 2007 4-31
and Griggs Road where the fixed guideway would be constructed, no on-street
parking is currently permitted. Consequently, the inclusion of the fixed guideway
along those roadway segments would not impact on-street parking.
The parking impacts under the build alternatives are summarized below by segment:
• Downtown LRT Alternative – In the downtown area, all curb loading zones and
on-street parking along Capitol would be eliminated under the LRT Alternative.
The reduction in the number of travel lanes along Capitol and the location of the
LRT trackway along the south curb from Travis to the east would require the
elimination of loading and parking zones to reduce interference with the through
traffic lanes. The elimination of the on-street parking along Capitol would
eliminate the existing parking meters and associated revenue from the existing
parking space utilization. Existing parking garage access and loading dock
driveways connecting to Capitol would need to be accommodated across the
LRT trackway in areas where the adjacent travel lane has been eliminated.
• Downtown BRT Alternative – In the downtown area, all curb loading zones and
on-street parking along the north curb of Capitol and the south curb along Rusk
would be eliminated under the BRT Alternative. The elimination of curb-side
parking and loading zones along the identified side of each roadway is required
for the inclusion of the BRT reserved diamond lanes. The elimination of the on-
street parking along the north curb on Capitol and the south curb on Rusk would
eliminate the existing parking meters and associated revenue from the existing
parking space utilization. Access to existing parking garage access and loading
dock driveways would be maintained since general traffic turning vehicles will be
able to utilize the BRT reserved diamond lane for right turns. Vehicles exiting
from existing mid-block driveways will be able to turn across the BRT reserved
diamond lane to enter the roadway.
• Build Alternatives between St. Emanuel and Wheeler Street – As previously
noted, there is generally no on-street parking permitted along Scott Street. In the
areas with on-street parking, the parking is limited to non-peak hours due to the
use of the existing curb lane along Scott Street for peak period travel. As a result
of this limitation, daytime and overnight parking use along Scott Street is generally
low. The impacts to on-street parking as a result of the location of the fixed
guideway alignment along Scott Street between St. Emanuel Street and Wheeler
Street under the build alternatives are expected to be minimal. One area of minor
impact will be the section of Scott Street from south of the IH-45 to Rosalie Street
where non-peak parking is available between the 2300 and 3000 blocks, along
both sides of the roadway. A field review of the parking utilization indicates little
use of the parking spaces during daytime hours (Gunda, 2004). Therefore, the
impact of the reduction of parking in this area is expected to be minimal.
• Build Alternatives with Base Alignment Option – There is generally no on-street
parking permitted along Scott Street south of the Wheeler Street intersection. In
the areas with on-street parking, the parking is limited to non-peak hours due to
the use of the existing curb lane along Scott Street for peak period travel. As a
result of this limitation, daytime and overnight parking use along Scott Street is
low. The impacts to on-street parking as a result of the location of the fixed-
guideway alignment along Scott Street under the Southeast Transit Center
Southeast Corridor
4-32 January 2007
alignment option under the build alternatives are expected to be minimal. Along
Griggs Road from Cullen Boulevard to Martin Luther King Boulevard, there are
currently no signs for parking restrictions along either side of the roadway. The
location of the fixed guideway alignment along Griggs Road through this area
would require the elimination of all existing on-street parking and loading zones.
Access to driveways along the roadway, however, would not be impacted
because of the location of the fixed guideway in the median of the roadway.
• Build Alternatives with Wheeler-MLK Alignment Option – Along Wheeler Street
from Scott Street to Martin Luther King Boulevard, no on-street parking is
permitted along either side of the roadway. One section of non-daytime on-street
parking is located between Scott Street and Cullen Boulevard. Due to this
restriction and the lack of adjacent supporting land uses, parking during the
evening hours is limited and any impacts from the inclusion of the fixed guideway
along the roadway would be minimal. Along Martin Luther King Boulevard
between Wheeler Street and Old Spanish Trail no on-street parking is currently
permitted and the inclusion of the fixed guideway along the roadway would not
alter parking regulations in this section.
The impact of the removal of parking under the LPA will be primarily limited to the
downtown area. The impact will be partially mitigation through the enhancements
made in the blocks along the alignment. The restriping and reconfiguration of on-
street parking could result in some new spaces.
Removal of off-street parking from commercial properties acquired by the project will
be mitigated through compensation to property owners. The parking spaces
removed at the UH and Palm Center will be partially mitigated through restriping and
reconfiguration of existing parking.
4.5 Impacts on Bicycle and Pedestrian Facilities

Impacts to bicycle and pedestrian facilities would be minor and limited to
perpendicular crossings at existing roadway intersections. The LPA and build
alternatives would not introduce any new barriers along the proposed alignment.
There would be no impact to the signed, shared-lane bicycle routes on Wheeler
Street, between Scott and Cullen Road, and on Griggs Road, from Scott Street to
Mykawa Road, because in both locations sufficient right-of-way would be available or
obtained to preserve the existing number of traffic lanes, while the fixed guideway
would be added as exclusive transit lanes. No mitigation would be required.
Southeast Corridor
January 2007 4-33
CHAPTER 5
ENVIRONMENTAL CONSEQUENCES
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Final Environmental Impact Statement

Chapter 4 − Transportation Impacts

As described in Section 2.3.2 of Chapter 2, Alternatives Considered, the LPA

4.1 Transit Impacts

4.1.1 Transit Levels of Service

4.1.2 Transit Ridership

final destination as a single trip, regardless of transfers or intermediate destinations.

4.1.2.1 Fixed-Guideway Ridership

Table 4-1. Total Average Weekday Fixed Guideway Ridership

4.1.2.2 Fixed Guideway Station Boardings

Table 4-2. Average Weekday Station Boardings

4.1.3 Mitigation Measures

4.2 Highway and Roadway Impacts

4.2.1 Regional Traffic Impacts

Travel on the regional highway system would be anticipated to be only minimally

4.2.2 Localized Traffic Impacts

Figure 4-1. Forecast 2025 Average Daily Traffic Volumes

Source: Parsons Brinckerhoff, 2006.

4.2.3 Corridor Street Modifications

4.2.3.1 Locally Preferred Alternative

LPA between Louisiana and Polk Street

LPA between Polk Street and Wheeler Street

Although Scott Street would be modified to accommodate the fixed-guideway alignment

LPA between Scott Street and Beekman Road

Localized impacts are anticipated at five non-signalized intersections along Martin

4.2.3.2 Build Alternatives

LRT Alternative between Bagby and St. Emanuel

BRT Alternative between Bagby and St. Emanuel

Build Alternatives between St. Emanuel and Wheeler Street

Build Alternatives between Wheeler Street and Beekman Road

Localized traffic impacts are anticipated at 20 non-signalized intersections along Scott

Build Alternatives with Wheeler-MLK Alignment Option

Localized impacts are anticipated at eight non-signalized intersections along

4.2.3.3 LRT Alternative Maintenance and Storage Facility

• Capitol between Nagel and the BNSF right-of-way

4.2.4 Signalized Intersection Modifications

Signalized intersections along the proposed build alternative alignments would be

4.2.4.1 Locally Preferred Alternative

LPA between Louisiana Street and Polk Street

LPA between Polk Street and Wheeler Street

• Scott Street and IH-45 Southbound On-ramp

LPA between Scott Street and Beekman Road

Five non-intersection guideway crossings would be required. At these locations,

4.2.4.2 Build Alternatives

Downtown LRT Alternative between Bagby and St. Emanuel

would be prohibited at most signalized intersections on Capitol and diverted to other

Downtown BRT Alternative between Bagby and St. Emanuel

Build Alternatives between St. Emanuel and Wheeler Street

• McKinney Avenue and Roberts Street

Build Alternatives between Wheeler Street and Beekman Road

• Scott Street and Southmore Boulevard

Street would become short no-outlet streets to provide access to abutting

Build Alternatives with Wheeler-MLK Alignment Option

• Wheeler Street and University Oaks Boulevard – The currently envisioned

The existing signalized pedestrian crossing at Wheeler and Rockwood would be

Four non-intersection guideway crossings would be required under the Wheeler-MLK

4.2.5 Impacts on Level of Service at Intersections

4.2.5.1 Impacts under No Build Alternative

No Build Alternative between Bagby and St. Emanuel

Table 4-3. No Build Alternative Level of Service Analysis

No Build Alternative between St. Emanuel and Wheeler Street

Table 4-4. No Build Alternative Level of Service Analysis

No Build Alternative on South Scott Street and Griggs Road

Table 4-5. No Build Alternative Level of Service Analysis