UTC TxDOT Backup — original pdf

Backup

Community Concepts Study Results Community Concepts Feasibility Study ASSESS EVALUATE CONSIDER METHODS Independent 3rd Party Assessment of Feasibility of Community Concepts Feasibility of community concepts as standalone alternatives Anticipated growth in population and traffic volume Literature and media reviews Elements of the community concepts that are currently incorporated or could be reasonably incorporated into the proposed TxDOT build alternatives Elements of the community concepts that require further study and analysis Design and constructability of community concepts and TxDOT build alternatives Impacts of community concepts on city streets and highways in the area Alignment with TxDOT’s Purpose and Need for the project Stakeholder interviews Comparative analysis Development parcel analysis Travel demand modeling Key Elements of Community Concepts Depress mainlanes of I-35 Redesignate SH 130 to I-35 Create a continuous cap from Holly Street to MLK, Jr. Blvd. Create 6-lane boulevard on cap Narrow current footprint by removing frontage roads and allow development on reclaimed land in ROW Restore east-west connectivity Convert I-35 to urban boulevard Provide dedicated bus lanes and future rail in center of boulevard Through traffic uses other highways around central Austin Restore east-west connectivity Depress or lower mainlanes of I-35 Cap over some areas but not continuous East-west connectivity with stitches Decrease downtown entrances and exits Cantilevere frontage roads Allow development on reclaimed land in ROW Increase in multimodal travel Restore east-west connectivity Increase in multimodal travel Increase in multimodal travel Use reclaimed ROW for specific city purposes FINDINGS Related to June 2021 TxDOT Alternatives Incorporated / Possible Status Element or Issue Notes/Continued Analysis Freeway mainlanes below ground between Holly St and Airport Blvd. Alternatives have lowered general purpose lanes removing high-speed roads from the surface and improved street network connectivity (east-west and north-south). Add street network connections (east-west and north- south). 5th Street connection being added on TxDOT alternatives Enhance multimodal mobility on the east-west connections. TxDOT plans for east-west connectivity improvement, additional bike and pedestrian crossings, and transit provision on managed lanes and cross streets. Already incorporated into one or more TxDOT alternatives Reduce vehicular-related deaths and maximize safety TxDOT’s Road to Zero Initiative Mitigate traffic spillover into neighboring streets and communities. Community concepts reduce capacity on I-35 and increases traffic in neighborhoods. Match City of Austin guidelines for Vision Zero. TxDOT’s Road to Zero Initiative supports City of Austin’s Vision Zero Initiative Engineering Actions. Boulevard can facilitate positive climate change impacts. Facilities that support bus service, walking and biking are part of the TxDOT alternatives. Cantilever frontage roads to reduce footprint and ROW. Cantilevered frontage roads do not allow entry/exit ramps. Cannot be the only design used. Use cap and stitch at various locations along and across I-35. TxDOT alternatives allow for caps to be built; wider cross street bridges are being incorporated. Caps would be funded by others. Concept being studied with the City of Austin and Downtown Austin Alliance. Provide direct transit access from the managed lanes into downtown and the UT campus. All build alternatives include a design option to study feasibility of direct transit access at Riverside and Dean Keeton in coordination with Capital Metro. Partially incorporated into one or more TxDOT alternatives Could be incorporated into one or more TxDOT alternatives FINDINGS Related to June 2021 TxDOT Alternatives Not Feasible / Not Likely / TxDOT Can Participate in Discussions Status Element or Issue Notes/Continued Analysis Freeway mainlanes moved below ground. Build six lane urban boulevard on surface. Requires full and continuous cap. Replace freeway with six lane boulevard. A key element of the purpose and need is improving mobility. Model results show large increase in trips on city streets already over capacity. Use the rest of the ROW for affordable housing. Housing is not feasible within TxDOT ROW Entire element is not compatible with TxDOT alternatives Boulevard creates developable land within existing ROW. Add rail transit to median. Redesignate SH 130 to I-35. Some of the developable land would be located between existing developments with direct access to frontage roads and the new boulevard. It is unclear how existing developments would be accommodated or impacts to them mitigated. Capital Metro’s Project Connect does not include rail transit on I-35. The managed lanes provide a reliable route for transit. 80% to 85% of truck traffic is destined for areas near I-35. If truck trips are pushed off I-35, they will use east-west city streets, some through neighborhoods, to get to their eventual destination. Increase dense, walkable, mixed-use, and equitable transit-oriented developments along I-35. TxDOT alternatives include additional east-west connections, additional bike and pedestrian crossings, and provide a reliable route for transit on managed lanes. Likely not feasible for any TxDOT alternatives Opportunity for TxDOT to participate in a discussion Divert trucks to SH 130 or other corridors. Many trucks are destined for downtown/UT/ Capitol and East Austin. Create affordable housing. Direct new revenues to anti-displacement program. Help build local wealth, enhance and protect historic and cultural resources, and prevent displacements by utilizing revenues from I-35. Maximize socially, economically, and environmentally beneficial land use; reform land use policies. This is not within TxDOT’s jurisdiction, but it could coordinate if/when initiatives are made by other agencies that are responsible for affordable housing. This is not within TxDOT’s jurisdiction, but it could coordinate if/when initiatives are made by other agencies that are responsible for revenue generation. This is not within TxDOT’s jurisdiction, but as part of project planning and design, TxDOT is working in close collaboration with the city of Austin and other agencies. TxDOT does not have the ability to reform land use policies—City of Austin would have to lead. 2045 Evening Peak Volume Changes TxDOT Alternatives Legend 25% or more 15% to 25% 5% to 15% -5% to 5% -5% to -15% -15% to -25% -25% or more TxDOT Alternatives Volume increases on I-35 but decreases on city streets. Reconnect Austin Reduces entrance/exit ramps through downtown pushing traffic to city streets primarily in east Austin. Rethink35 Converts I-35 to a boulevard and pushes traffic to city streets primarily in east Austin. RED Volume increases GREY BLUE Volume decreases Links with low volume (less than 100 trips) and small changes Limitations State law prohibits TxDOT from controlling land use or development code State policy prohibits TxDOT from funding decks, caps or stitches FHWA requires ROW agreement for aerial rights above interstates Rail on I-35 not funded in Project Connect 20-year plan The expense of local enhancements that would be required Capital Cost Estimates (in millions, rounded) Elements to be Purchased or Funded by Others Reconnect Austin Rethink35 DAA/ULI Continuous Cap of I-35 from Lady Bird Lake to MLK, Jr. Blvd. Eliminate I-35. Replace with boulevard. Build caps and stitches at various locations over I- 35. Cap Construction1 Right of Way2 “Landlocked” Parcels3 $497 $99 $200 - No Cap - $111 $200 $212 $0 $0 SH 130 Debt Payoff Total Capital Cost Reconnect Property and Access Acquisition = $ ~200 million; cap = $ 460-525 million Annual Cap Maintenance4 1 2 $0 $796 Rethink35 Property and Access Acquisition = ~$200 million 1,326,000 sq. ft. * $375/sq. ft. 1,040,000 sq. ft. * $95/sq. ft. $8 $0 $311 Unknown cost to buy SH 130 debt DAA/ULI 11 acres of caps + 2 acres of stitches = $313 million over 30 years 1,117,000 sq. ft. * $95/sq. ft. 566,280 sq. ft. * $375/sq. ft. $2 $0 $212 City of Austin ~ 19 acres of caps + 2 acres of stitches = $310-$360 million 3 Estimated from TTI Estimated by TTI 4 Estimated from Advance Funding Agreement for Klyde Warren Park Estimated from Advance Funding Agreement for Klyde Warren Park Estimated from Advance Funding Agreement for Klyde Warren Park Conclusions The community concepts are not viable as standalone alternatives Continuous cap requires significant 3rd party funding within a constrained timeframe Opportunity to implement community concept elements including frontage road locations Many elements of the community concepts are being incorporated into TxDOT alternatives Lowered or tunneled mainlanes Foundational support for caps with 3rd party funding East-west multimodal connectivity Transit access and multimodal enhancements