The good news: finally after a long delay, the first actual construction for the Hardy Toll Road downtown extension will begin soon.
The bad news: this project is just one overpass, and there are two more crossings to be built in phase 1 before construction of the actual main lanes will start.
http://www.harriscountytx.gov/agenda/2016/2016-04-12ag.pdf (http://www.harriscountytx.gov/agenda/2016/2016-04-12ag.pdf)
"Recommendation for authorization to seek bids for a four-week period for
construction of the Collingsworth grade separation from Elysian Street to Jensen
Drive as part of the Hardy Toll Road downtown connector project in Precincts 1
and 2 (UPIN 9905050403)."
https://www.hctra.org/about_construction/hardy-downtown-connector?CSRT=14421991457330431833 (https://www.hctra.org/about_construction/hardy-downtown-connector?CSRT=14421991457330431833)
I've been nervous all these years that the project has been on hold, since you never know when the political climate can change or opposition may arise to try kill the project. This project passes through the inner loop, the most difficult area of Houston to build or expand freeways.
Sept 2020 update: The political climate changed in 2019 to a Democrat-controlled Harris County Commissioners Court, and the Hardy Toll Road extension appears to be dead. However there has not been an official announcement yet, because it appears that a formal study and recommendation is needed first.
Is there a map of this extension?
Quote from: jbnv on April 14, 2016, 01:26:56 PM
Is there a map of this extension?
The extension is between Loop 610 and downtown Houston
https://www.hctra.org/file_download/162/HCTRA_Major_Projects.pdf?CSRT=10944710811144110743 (https://www.hctra.org/file_download/162/HCTRA_Major_Projects.pdf?CSRT=10944710811144110743)
The winning bid was $17.5 million by Harper Brothers LLC. I've never heard of Harper Brothers, so they're new to Houston or don't normally do larger highway projects.
Recommendation for authorization to award a contract to Harper Brothers
Construction, LLC, lowest and best bid in the amount of $17,480,467 for
construction of the Collingsworth grade separation from Elysian Street to Jensen
Drive as part of the Hardy Toll Road downtown connector project in Precinct 1, and
that the County Judge and appropriate officials execute the contract and bonds
when they are fully executed by the contractor (UPIN 0405050403).
https://www.harriscountytx.gov/agenda/2016/2016-06-14ag.pdf (https://www.harriscountytx.gov/agenda/2016/2016-06-14ag.pdf)
The second contract for the downtown extension has been awarded, $21.6 million for the Lorraine Street underpass.
QuoteTexas Sterling Construction Co., in the amount of $21,618,080 for construction of the Lorraine Street underpass, including a pump station, utility relocations, and associated drainage features in connection with the Hardy Toll Road downtown connector project in Precincts 1 and 2.
http://www.harriscountytx.gov/agenda/2018/2018-01-09ag.pdf (http://www.harriscountytx.gov/agenda/2018/2018-01-09ag.pdf)
Work is proceeding on the first contract, which is the Collingsworth overpass. The photo below was taken December 24.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fdallasfreeways.com%2Fdfwfreeways%2FAARoads%2F20171224-0027-1600.jpg&hash=143c242ec477d3e304d2315a5fc46b66d6117ddf)
http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0027-1600.jpg (http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0027-1600.jpg)
I noticed that Houston has new Google Earth imagery dated October 29, 2017. They are demolishing the Elysian Street viaduct. Is that related to the Hardy Toll Road extension?
The Elysian viaduct is a separate project, and I don't know if the Elysian viaduct work is needed to accommodate the Hardy Toll Road extension. The official web page for the Elysian viaduct project (and its fact sheet) does not mention the Hardy Toll Road extension. http://www.txdot.gov/inside-txdot/projects/studies/houston/elysian-viaduct.html (http://www.txdot.gov/inside-txdot/projects/studies/houston/elysian-viaduct.html)
Since the Hardy Toll Road extension will connect into the Elysian Viaduct, it makes sense to have the Elysian Viaduct work completed in advance of the toll road.
Here are some Elysian Viaduct demolition photos I took on December 24.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fdallasfreeways.com%2Fdfwfreeways%2FAARoads%2F20171224-0003-elysian-1600.jpg&hash=63132a18a0382b63da1367389a2dbf796ed80644)
This shows a section awaiting demolition. http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0003-elysian-1600.jpg (http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0003-elysian-1600.jpg)
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fdallasfreeways.com%2Fdfwfreeways%2FAARoads%2F20171224-0022-elysian-1600.jpg&hash=1a848c252481be81f2c513128c78288a985b2568)
A different view of the section shown in the image above http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0022-elysian-1600.jpg (http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0022-elysian-1600.jpg)
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fdallasfreeways.com%2Fdfwfreeways%2FAARoads%2F20171224-0015-elysian-1600.jpg&hash=4945a1a3a78c0ca9b1155f4cf9d4315a3988b74a)
Piers for the new structure. This is just south of IH 10. http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0015-elysian-1600.jpg (http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0015-elysian-1600.jpg)
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fdallasfreeways.com%2Fdfwfreeways%2FAARoads%2F20171224-0013-elysian-1600.jpg&hash=bd9fc5f048e93540472f70180ba2e3e1909cb59e)
Demolition, looking north from south of Buffalo Bayou, with the bayou bridge still intact ahead. http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0013-elysian-1600.jpg (http://dallasfreeways.com/dfwfreeways/AARoads/20171224-0013-elysian-1600.jpg)
News report about the extension. Contracts for construction of the main lanes are scheduled to be awarded in 2019.
https://abc13.com/4329362/ (https://abc13.com/4329362/)
BUMP
Any updates on this going out for bids?
Quote from: rte66man on May 23, 2019, 08:20:37 PM
Any updates on this going out for bids?
http://www.hardyconnector.org/schedule.html (http://www.hardyconnector.org/schedule.html)
According the to project web site, the contract for the main lanes is now set for 2020, so there appears to be 1-year delay.
I drove through the area recently and the the Lorraine underpass work is just getting started, and that's the only work in progress right now.
I could not find anything on their site about Cavalcade. Will the toll road cross over it?
Work on the Lorraine underpass is proceeding very quickly. Just a few months ago it looked like little or nothing was happening, and now the railroad overpass is done, and excavation is nearly done! The railroad overpass has four tracks, and space for a fifth.
According to the official schedule the project is slated to be done in June 2020, and I think they can complete the job well before June if they want to. Or, they may coast for the remaining work to pave Lorraine.
This photo also shows an abutment on the left side, which must be for the Toll Road main lanes.
(https://www.aaroads.com/forum/proxy.php?request=http%3A%2F%2Fdallasfreeways.com%2Fdfwfreeways%2FAARoads%2F20191123-0005-1600.jpg&hash=06d0394b94c3c40f61cfdc0c651b93fa3ee22229)
This is project is being shelved according to Dug Begley on Twitter.
https://twitter.com/DugBegley/status/1306244261634093057?s=20
Quote from: jlwm on September 16, 2020, 10:46:55 PM
This is project is being shelved according to Dug Begley on Twitter.
https://twitter.com/DugBegley/status/1306244261634093057?s=20
Yes, I'm afraid this is correct.
The new county judge (Lina Hidalgo) is generally anti-car and anti-road. Several months ago there was a Harris County Commissioners Court agenda item to study shelving or canceling the project. That's probably a necessary formality since they've already spent a lot on this project, I'm thinking at least $100 million.
With HCTRA's revenue expected to drop significantly this year, Hidalgo has a good excuse to drop the project. To add insult to injury, this week Commissioners Court voted to divert $300 million out of HCTRA immediately and then $90 million per year to non-transportation budgets. It's the new reality with a democrat-controlled Commissioner's court. While a few previous commitments like the 225/8 interchange will be honored, I think we're seeing the end of expansion of the Harris County Toll Road system. HCTRA was managed financially conservatively for a long time, and the new majority is looking to harvest that money for non-HCTRA purposes.
https://www.houstonchronicle.com/news/houston-texas/houston/article/Harris-County-may-create-corporation-to-free-up-15569039.php (https://www.houstonchronicle.com/news/houston-texas/houston/article/Harris-County-may-create-corporation-to-free-up-15569039.php)
Is it permanently dead? It's hard to say. If republicans regain control it would likely be revived, but that seems unlikely given demographic trends.
Well that just sucks ass. I thought judges weren't supposed to be biased. :spin:
Would the toll road extension have been a "crucial" link in the Houston roadway system? After all, the Interstate 69/US 59 freeway is just to the east of where the HTR extension would have been.
Quote from: The Ghostbuster on September 17, 2020, 09:20:09 PM
Would the toll road extension have been a "crucial" link in the Houston roadway system? After all, the Interstate 69/US 59 freeway is just to the east of where the HTR extension would have been.
I would not classify it as a "crucial" link. Calling it "nice to have" would probably be more accurate. That's probably one reason why it was continuously deferred since the adjacent section of the Hardy Toll Road opened in 1988.
I also think it may not have been able to pay for itself, but instead was viewed as a link in system connectivity for downtown access. There always was a HCTRA project with a higher priority.
The project is still included in the HGAC 10-year plan which was updated two days ago and it lists the project at $250 million for fiscal year 2023. The official web site still lists the start as Sept 2021 (which is FY 2022).
http://www.h-gac.com/ten-year-plan/documents/fy-2021-draft-ten-year-plan.pdf (http://www.h-gac.com/ten-year-plan/documents/fy-2021-draft-ten-year-plan.pdf)
http://www.hardyconnector.org/schedule.html (http://www.hardyconnector.org/schedule.html)
I suppose that means HCTRA has not made an official decision about the cancellation or shelving. I think they need to complete the formal study.
This is like the Goat Path Expressway all over again! Except it's in a concrete jungle...
Quote from: MaxConcrete on September 17, 2020, 09:56:00 PMI would not classify it as a "crucial" link. Calling it "nice to have" would probably be more accurate. That's probably one reason why it was continuously deferred since the adjacent section of the Hardy Toll Road opened in 1988.
The overall traffic patterns have also changed since then. The relative importance of downtown access within the regional freeway and tollway system has been greatly reduced since the early days of freeway construction. A much smaller share of traffic is going to a downtown destination out of all metropolitan traffic than 50 years ago. The Hardy Toll Road was built with this old mindset of downtown access, but is it still relevant / required today?
If I recall correctly, the Hardy Toll Road was not profitable for a long time, not many people were willing to pay tolls outside of the congested hours on I-45 and the traffic volumes were tidal at the time (inbound in the morning, outbound in the evening). I believe the Sam Houston Tollway gained popularity much quicker than the Hardy Toll Road, as it served circumferential trips between suburban areas, which became the dominant commuting pattern.
I think it's also quite telling that there never has been a real push to extend the Katy managed lanes all the way to Downtown Houston. I believe I-10 is still in its original configuration between I-610 and I-45. And the I-45 north project has plans for express lanes in both direction, as opposed the traditional reversible lanes. This is due to reversed commuting or most people simply just passing by Downtown Houston to another location.
Quote from: Chris on September 18, 2020, 02:39:52 PM
Quote from: MaxConcrete on September 17, 2020, 09:56:00 PMI would not classify it as a "crucial" link. Calling it "nice to have" would probably be more accurate. That's probably one reason why it was continuously deferred since the adjacent section of the Hardy Toll Road opened in 1988.
The overall traffic patterns have also changed since then. The relative importance of downtown access within the regional freeway and tollway system has been greatly reduced since the early days of freeway construction. A much smaller share of traffic is going to a downtown destination out of all metropolitan traffic than 50 years ago. The Hardy Toll Road was built with this old mindset of downtown access, but is it still relevant / required today?
If I recall correctly, the Hardy Toll Road was not profitable for a long time, not many people were willing to pay tolls outside of the congested hours on I-45 and the traffic volumes were tidal at the time (inbound in the morning, outbound in the evening). I believe the Sam Houston Tollway gained popularity much quicker than the Hardy Toll Road, as it served circumferential trips between suburban areas, which became the dominant commuting pattern.
I think it's also quite telling that there never has been a real push to extend the Katy managed lanes all the way to Downtown Houston. I believe I-10 is still in its original configuration between I-610 and I-45. And the I-45 north project has plans for express lanes in both direction, as opposed the traditional reversible lanes. This is due to reversed commuting or most people simply just passing by Downtown Houston to another location.
You are correct about I-10. That portion wasn't opened until the early 70's and has changed very little since then. Wasn't much of a need to change as it had 10 lanes to begin with.
This item appeared in the agenda for this week's meeting of Harris County Commissioners Court https://agenda.harriscountytx.gov/2020/2020-12-01ag.pdf (https://agenda.harriscountytx.gov/2020/2020-12-01ag.pdf)
Quote"Recommendation for authorization to seek statements of interest and qualifications from firms capable of conducting and fulfilling a planning and conceptual design process for Phase II of the Hardy Toll Road downtown connector project in Precincts 1 and 2, and that the TRA be authorized to work with any necessary county department to enable the planning and conceptual design process"
So it appears that HCTRA has not yet made a decision to kill the project. But the purpose of this "planning and conceptual design process" is not clear to me, since the project design is almost surely ready and complete since it was scheduled to go to bid this year.
This process could be a mechanism to allow the anti-highway folks, especially the large and vocal anti-NHHIP crowd, to come out in force against the project, which would give Harris County cover to kill it. Or it could be a legitimate effort to enhance the design. The process will probably take a while, I'm thinking at least 2 years, which would push back the earliest possible start some more.
A lot can happen in 2 years of time. Just look at what has gone on since March!
Houston hasn't seen quite as much a stratospheric run-up of housing prices as urban centers on the East and West coasts. Nevertheless, living costs have become ridiculously high in Texas' urban centers. We're just now getting into "the good part" of the SARS-CoV-2 pandemic. We're months away at the soonest from knowing what the final death toll and costs to the economy will be. In the months and years ahead I'm sure those consequences are going to have an effect on the New Urbanism stuff, which seems increasingly out of touch. Big public works projects, like building new bridges and highways, can act to both stimulate a lagging economy and give the general public a sense of progress taking place.
Quote
Yes, I'm afraid this is correct.
The new county judge (Lina Hidalgo) is generally anti-car and anti-road. Several months ago there was a Harris County Commissioners Court agenda item to study shelving or canceling the project. That's probably a necessary formality since they've already spent a lot on this project, I'm thinking at least $100 million.
With HCTRA's revenue expected to drop significantly this year, Hidalgo has a good excuse to drop the project. To add insult to injury, this week Commissioners Court voted to divert $300 million out of HCTRA immediately and then $90 million per year to non-transportation budgets. It's the new reality with a democrat-controlled Commissioner's court. While a few previous commitments like the 225/8 interchange will be honored, I think we're seeing the end of expansion of the Harris County Toll Road system. HCTRA was managed financially conservatively for a long time, and the new majority is looking to harvest that money for non-HCTRA purposes.
https://www.houstonchronicle.com/news/houston-texas/houston/article/Harris-County-may-create-corporation-to-free-up-15569039.php (https://www.houstonchronicle.com/news/houston-texas/houston/article/Harris-County-may-create-corporation-to-free-up-15569039.php)
Is it permanently dead? It's hard to say. If republicans regain control it would likely be revived, but that seems unlikely given demographic trends.
That is why NTTA is a multi-jusisdictional authority. While one group could make major changes in whom they send to the authority, the single or perhaps a couple of votes do not kill everything.
Every county in Texas has exactly 4 commissioners and a single County Judge (Presiding officer of the Commissioners' Court; the legislative body of the county.) One vote swing and everything can change. The legislature can and probably should force the county to divest itself of the total overall authority over the HCTRA. There would probably still be a few hiccups, but it could be done.
[quote ]
Would the toll road extension have been a "crucial" link in the Houston roadway system? After all, the Interstate 69/US 59 freeway is just to the east of where the HTR extension would have been.
[/quote]
The I-69 / US59 Freeway is not new by any stretch of the imagination. While the I-69 designation is new; this has been an ever expanding freeway since the seventies or farther back. By pointing out what I mean is that this does not enhance capacity so as to make the Hardy Toll Road unneeded.
[quote ]
Well that just sucks ass. I thought judges weren’t supposed to be biased. :spin:
[/quote]
The County Judge is PRIMARILY the presiding officer of the "Commissioners' Court" ; the legislative body of each Texas County. In smaller counties, the County Judge also presides over the County Court at Law. This Court hears the probate, family court issues (sometimes), and State Jail Felonies (as opposed to State Prison Felonies which are heard in District Court). I am relatively sure there is a SEPARATE County Court at Law in Harris County. This would make her a Judge in title only.
Quote from: Henry on September 18, 2020, 10:33:23 AM
This is like the Goat Path Expressway all over again! Except it's in a concrete jungle...
It reminds me also of the Ville-Marie Autoroute in Montreal. http://www.montrealroads.com/roads/A-720/
There is some movement to report, and it appears to be good news.
The agenda for next week's meeting of Harris County Commissioners Court has two items for the Hardy Toll Road extension. See page 16 https://agenda.harriscountytx.gov/2021/2021-09-14ag.pdf (https://agenda.harriscountytx.gov/2021/2021-09-14ag.pdf)
Both items are authorizations for right-of-way acquisition. Item #158 is for two tracts with close to 1.1 acres. This appears to be for the main lanes. Item #159 is for 13 tracts with a total of around 1.3 acres for the Quitman Street overpass. The Quitman overpass could (and probably will) proceed regardless of what happens to the actual toll road extension.
We still don't know what will be built - the long-planned toll road extension or something else like a boulevard - but it appears that the process is proceeding to for something to move forward.
The only way to stop the NHHP north of I-10 is to have a viable alternate route (or total gridlock). Hardy can be that alternate route IF it has increased access. The current access to I-610 is far from optimal due to congestion.
If I-45 is indeed rerouted around the east side of downtown Houston, an extended Hardy Toll Road would access I-45 on both ends. Hardy extension should be a win-win situation. (Even if they don't do the I-45 reroute.)
A consultant is being solicited for the downtown extension.
https://harriscountytx.bonfirehub.com/opportunities/51520 (https://harriscountytx.bonfirehub.com/opportunities/51520)
Quote
21/0311 - RFSQ - Professional Architectural and/or Engineering Services for the Planning and Conceptual Design Process for Phase II of the Hardy Toll Road Downtown Connector Project for the Harris County Toll Road Authority
The objective of this contract is not clear to me. My perception is that this will be a public input process which could be used to change the design from a toll road to something else. But I really don't know. We'll find out eventually if/when public meetings are scheduled.
Quote from: MaxConcrete on October 01, 2021, 06:22:32 PM
A consultant is being solicited for the downtown extension.
https://harriscountytx.bonfirehub.com/opportunities/51520 (https://harriscountytx.bonfirehub.com/opportunities/51520)
Quote
21/0311 - RFSQ - Professional Architectural and/or Engineering Services for the Planning and Conceptual Design Process for Phase II of the Hardy Toll Road Downtown Connector Project for the Harris County Toll Road Authority
The objective of this contract is not clear to me. My perception is that this will be a public input process which could be used to change the design from a toll road to something else. But I really don't know. We'll find out eventually if/when public meetings are scheduled.
I know you are more boots on the ground in Houston, BUT They are (taking bids for the) hiring (of) consultants. This appears to draw plans to build road. I think if it were a non-tolled roadway, that the primary agent would be TXDOT, Harris County, or the City of Houston. While HCTRA is an integral part of Harris County government, it is technically a separately operating unit. This looks like they are continuing the tollway construction to I-10. I hope I am right and you are wrong, but in today's political quagmire who knows. (as to hoping I am right, it is just I hope they are not building some sort of surface streets so that developers can buy up the surplus land and develop it.
Please let this just be an extension of the freeway toll road and not an at grade boulevard. I mean something would be better than nothing but a direct connection to downtown from Hardy TR is needed.
Quote from: Plutonic Panda on October 01, 2021, 11:34:59 PM
Please let this just be an extension of the freeway toll road and not an at grade boulevard. I mean something would be better than nothing but a direct connection to downtown from Hardy TR is needed.
I agree, I hope this is for actual design of long-planned (20+ years) extension. But my perception was that the project was ready to proceed to construction before it was suspended (based on the original schedule on the official web site), which suggested to me that the design was already complete. Notice the words "Planning" and especially "Conceptual Design Process" in the solicitation. This suggests to me that this could be a process to get input from the "community" which will mainly be the same folks who oppose NHHIP, and that input could result in a new design such as a boulevard that anti-freeway folks seem to fixate about. Based on the current political climate on Harris County Commissioners Court, this is a very plausible.
As I mentioned, I'm not in a position to know anything more than the solicitation description, so I'll continue to monitor developments about the project and of course post any news in this thread.
Well, if it ends up being an at grade boulevard I'll be disappointed but I'll still be more likely to use it then I-45. I wonder if they went they went that route if they'd be more open to an expressway/parkway type setup with minimal curb cuts, grade separated interchanges arterial roads, etc.
The people who have received the bid packets so far are an environmental testing and remediation firm, a plans aggregator, a heavy road building contractor / engineering firm who primarily builds freeways, a demolition contractor (who also does environmental remediation work ), and the elephant in the room; the foremost engineering firm for designing neighborhood friendly streets and roadways.
If Hardy Toll Road extension to downtown is reduced to a mere at-grade boulevard they might as well not build anything at all. An at-grade boulevard would just be a waste of money. It would do zero to improve the flow of traffic.
Quote from: Bobby5280 on October 02, 2021, 03:28:46 PM
If Hardy Toll Road extension to downtown is reduced to a mere at-grade boulevard they might as well not build anything at all. An at-grade boulevard would just be a waste of money. It would do zero to improve the flow of traffic.
I disagree. As stupid as I think the idea of reducing this to an at grade boulevard is, it would still serve a purpose moving through traffic to downtown Houston rather than that traffic having to use existing routes that are already congested.
Now if this becomes a boulevard with bike lanes, too many traffic lights/roundabouts, and low speed limits then yes it'll be a waste of money. But an at grade boulevard with maybe two roundabouts at Quitman and Cavalcade streets with the rest of the access being RIRO with a 50 MPH speed limit I'd settle for that.
Of course the freeway option will always be better and I hope they go with that. We'll see.
But that's just it. An at-grade boulevard in that location WILL be pigged-out with traffic signals. There's too many at-grade crossing streets. It's not enough to limit them to RIRO access. The access for most of those secondary streets needs to be cut-off completely. The same goes for driveways and parking lot entrances. Considering the area, even if this route was not made into a full blown freeway they would still need to keep grade separations for some intersections on the table.
If a boulevard is chosen, it seems like they could get more bang for their buck by expanding Elysian and using the new viaduct to access downtown.
I hope they do build the southern extension as a toll road, not as a boulevard. On another note, is there anything to report on a potential northern extension of the Hardy Toll Road? I heard there were studies about extending it northward all the way to Loop 336, although I doubt it will be built anytime soon.
Quote from: MaxConcrete on October 01, 2021, 06:22:32 PM
A consultant is being solicited for the downtown extension.
https://harriscountytx.bonfirehub.com/opportunities/51520 (https://harriscountytx.bonfirehub.com/opportunities/51520)
Quote
21/0311 - RFSQ - Professional Architectural and/or Engineering Services for the Planning and Conceptual Design Process for Phase II of the Hardy Toll Road Downtown Connector Project for the Harris County Toll Road Authority
The objective of this contract is not clear to me. My perception is that this will be a public input process which could be used to change the design from a toll road to something else. But I really don't know. We'll find out eventually if/when public meetings are scheduled.
An agenda item for this week's Commissioners Court meeting says the proposals were rejected and the item will be readvertised in the future. I have no idea about the reason. There is no indication about the timing of "a later date", if this is a short-term or long-term delay.
https://harriscountytx.legistar.com/View.ashx?M=A&ID=907420&GUID=BF7BAEEF-453C-4664-B13F-972E91FB622B (https://harriscountytx.legistar.com/View.ashx?M=A&ID=907420&GUID=BF7BAEEF-453C-4664-B13F-972E91FB622B)
"Request for approval to reject the responses received for professional
architectural and/or engineering services for the planning and conceptual
design process for Phase II of the Hardy Toll Road Downtown Connector
Project for the Toll Road Authority, and that the project be readvertised at a
later date with revised specifications (210311)."
I also checked the project web site and discovered it has been updated. The schedule shows the "Re-imagine Hardy" study from April 2022 to March 2023, with downtown connector construction from April 2023 to April 2026. However, I'm thinking that schedule is no longer valid.
https://www.hctra.org/HardyDowntownConnector (https://www.hctra.org/HardyDowntownConnector)
(https://www.hctra.org/-/media/5D69011C1ED64793ADE3703A99CE9E0F.ashx)
This appears in the agenda for this week's meeting of Harris County Commissioners Court
QuoteRequest for approval to execute an Agreement with Asakura Robinson
Company, LLC to provide landscape architectural, engineering, and or
planning services related to the Hardy Toll Road Downtown Connector
project in Harris County, Texas in the amount of $784,201.02 (Precincts 1
and 2). MWDBE Contracted Goal: 78%.
I read this statement to apply to landscaping only. $784k sounds about right for landscape plan specification. It's certainly not enough for a complete redesign. This may not be the only contract relating to Hardy, so we really cannot reach any firm conclusion about the project future with this limited information.
However, other recently-published documents suggest the project is moving forward as originally planned as a toll road. Both the annual report and HB 803 report (https://www.hctra.org/Reports) say the extension is a future project, with no mention of changing its scope, and the HB 803 document lists $228 million in expenditures in 2023-2026, which is about what I expect for the main lanes. (Work on cross streets has been in progress for years.)
New direct connection ramps at the Hardy Toll Road and Beltway 8, listed at $140 million, is a higher-priority project and will probably start first since the HCTRA project info says construction will start in 2023.
Quote from: MaxConcrete on September 30, 2022, 01:31:20 PM
This appears in the agenda for this week's meeting of Harris County Commissioners Court
QuoteRequest for approval to execute an Agreement with Asakura Robinson
Company, LLC to provide landscape architectural, engineering, and or
planning services related to the Hardy Toll Road Downtown Connector
project in Harris County, Texas in the amount of $784,201.02 (Precincts 1
and 2). MWDBE Contracted Goal: 78%.
I read this statement to apply to landscaping only. $784k sounds about right for landscape plan specification. It's certainly not enough for a complete redesign. This may not be the only contract relating to Hardy, so we really cannot reach any firm conclusion about the project future with this limited information.
However, other recently-published documents suggest the project is moving forward as originally planned as a toll road. Both the annual report and HB 803 report (https://www.hctra.org/Reports) say the extension is a future project, with no mention of changing its scope, and the HB 803 document lists $228 million in expenditures in 2023-2026, which is about what I expect for the main lanes. (Work on cross streets has been in progress for years.)
New direct connection ramps at the Hardy Toll Road and Beltway 8, listed at $140 million, is a higher-priority project and will probably start first since the HCTRA project info says construction will start in 2023.
HCTRA has also this on the Sam Houston Tollway at SH 225 interchange:
"Final design has begun and construction is expected to begin in summer of 2023."
The following appears in the agenda for Friday's H-GAC meeting: https://www.h-gac.com/getmedia/bc1a3b39-3e45-43d9-90f0-6b96a01033a3/December-16-2022-Transportation-Policy-Council-Item-9A (https://www.h-gac.com/getmedia/bc1a3b39-3e45-43d9-90f0-6b96a01033a3/December-16-2022-Transportation-Policy-Council-Item-9A)
"Delay the Harris County Toll Road Authority Hardy Toll Road construction project (MPO ID 15208) from FY 2023 to FY 2024 due to readiness issues. (Total Cost: $250.0M)"
This is probably just a technical correction to the official plan since I don't think it was actually expected to proceed this fiscal year, which is already in its third month. I suppose the good news is that the delay is just one year. But given the history of the project, I don't think we can be confident it will actually proceed in FY 2024.
Quote from: MaxConcrete on December 14, 2022, 11:32:32 PM
The following appears in the agenda for Friday's H-GAC meeting: https://www.h-gac.com/getmedia/bc1a3b39-3e45-43d9-90f0-6b96a01033a3/December-16-2022-Transportation-Policy-Council-Item-9A (https://www.h-gac.com/getmedia/bc1a3b39-3e45-43d9-90f0-6b96a01033a3/December-16-2022-Transportation-Policy-Council-Item-9A)
"Delay the Harris County Toll Road Authority Hardy Toll Road construction project (MPO ID 15208) from FY 2023 to FY 2024 due to readiness issues. (Total Cost: $250.0M)" (emphasis added)
This is probably just a technical correction to the official plan since I don't think it was actually expected to proceed this fiscal year, which is already in its third month. I suppose the good news is that the delay is just one year. But given the history of the project, I don't think we can be confident it will actually proceed in FY 2024.
I don't believe they can build the southern extension for a mere $250 million.
I see the prelim design mapped on the link above showed the new Elysian viaduct with 3 lanes each way. Unfortunately it has been built with 2 lanes each way. I guess you could add a 3rd if you eliminated the safety shoulders and narrowed to 11' lanes, but I'm guessing that won't happen.
The Houston Chronicle reported on NHHIP today, and the quoted text below is from the article on the subject of the Hardy Toll Road extension.
https://www.houstonchronicle.com/news/houston-texas/transportation/article/i45-widening-deal-txdot-steps-17711664.php?utm_campaign=CMS%20Sharing%20Tools%20(Premium)&utm_source=t.co&utm_medium=referral (https://www.houstonchronicle.com/news/houston-texas/transportation/article/i45-widening-deal-txdot-steps-17711664.php?utm_campaign=CMS%20Sharing%20Tools%20(Premium)&utm_source=t.co&utm_medium=referral)
I'm not sure how to interpret the statement. It sounds like they still plan to move forward, but the impact of community involvement is unclear, and the timing to start work is unclear.
Quote"The expectation of project delivery in Harris County has been elevated," said Roberto Trevino, executive director of the Harris County Toll Road Authority.
The delayed Hardy Toll Road downtown connector is one example, Trevino said. The project, shelved by Harris County officials as they watched the I-45 debate intensify, first aimed at construction in 2020. Trevino and others have spent the past year talking to neighborhood groups along the route – mostly a straight line along Hardy and Elysian through the North Side that skirts Fifth Ward – so they feel the project improves their neighborhoods as opposed to just coming through it.
"We are incorporating some of that into the downtown connector design," Trevino said of the discussions, which likely will lead to other meetings this spring. "When we put something on the board, we can say we had community input, that it is connecting the community and complimenting the community. Everyone gets the win."
It sounds like they're still in "revision hell" with the design concepts
-basically trying to make everyone happy.Quote from: armadillo speedbumpI see the prelim design mapped on the link above showed the new Elysian viaduct with 3 lanes each way. Unfortunately it has been built with 2 lanes each way. I guess you could add a 3rd if you eliminated the safety shoulders and narrowed to 11' lanes, but I'm guessing that won't happen.
11' wide lanes really suck. I get why traffic engineers are stuck in the no-win situation of having to use them in certain cases (budget limits and geometry limits hammering against the wants of lawmakers and other interests). Any widespread use of 11' wide lanes runs counter against the reality of American driving. We like big vehicles. Full size pickup trucks and SUVs remain very popular. Unless there is some gigantic cultural shift where we gravitate to driving little tiny econo-box cars those skinny lanes aren't going to be any good.
Quote from: Bobby5280 on January 13, 2023, 10:56:05 AM
It sounds like they're still in "revision hell" with the design concepts -basically trying to make everyone happy.
Quote from: armadillo speedbumpI see the prelim design mapped on the link above showed the new Elysian viaduct with 3 lanes each way. Unfortunately it has been built with 2 lanes each way. I guess you could add a 3rd if you eliminated the safety shoulders and narrowed to 11' lanes, but I'm guessing that won't happen.
11' wide lanes really suck. I get why traffic engineers are stuck in the no-win situation of having to use them in certain cases (budget limits and geometry limits hammering against the wants of lawmakers and other interests). Any widespread use of 11' wide lanes runs counter against the reality of American driving. We like big vehicles. Full size pickup trucks and SUVs remain very popular. Unless there is some gigantic cultural shift where we gravitate to driving little tiny econo-box cars those skinny lanes aren't going to be any good.
The Hardy downtown connector will have two lanes each way. Of those two lanes, one will connect into the Elysian viaduct (you can see the stubouts in Google maps) and the other lane will connect into I-69. I don't foresee a need to have 3x3 on the Elysian viaduct. The recently-opened viaduct is built to high standards and is very roomy, with half inner shoulder, 12-foot-wide lanes and full outer shoulder. Remember, it is not a freeway or even a highway, it's just a city street. So I don't anticipate the high standards will need to be compromised.
It looks like all the other connecting surface streets to the Elysian Viaduct are no more than 2 lanes in each direction. That seems like another good reason to make the viaduct a 4 lane facility than one with 6 possibly skinny lanes.
Today Harris County Commissioners Court voted unanimously to proceed with engineering and design of the downtown connector, implementing the community visioning process which has been ongoing for the last couple years. I'm not aware of any schematics, but the vision appears to include parks, trails, and landscaping. It may also include putting some of the tollway in a trench and possibly a cap. Of course these features may increase the cost substantially.
But Harris County moves at a glacial pace, so we shouldn't expect anything to move quickly. The Chronicle news report says a minimum of 4 years before it is open.
Report on approval (https://www.click2houston.com/news/local/2024/03/27/commissioners-court-moves-forward-with-hardy-toll-road-connector-expansion-project/) (today)
Houston Chronicle report (https://www.houstonchronicle.com/news/houston-texas/transportation/article/hctra-hardy-toll-road-extension-northside-commuter-19363795.php) (yesterday)
The Houston Chronicle story is paywalled. Once the long-proposed extension of the Hardy Toll Road is completed, it should relieve congestion on the Interstate 69/US 59 Eastex Freeway.
These documents are from October 2023, so I don't know if this plan is the final plan. But the descriptions in the press reports are consistent with these renderings. This plan shows the all of the tollway is either in a cut-and-cover tunnel (1.34km) with some open sections, or on an elevated structure. Enhancements along the corridor are extensive.
This will be very expensive. But Harris County commissioners court prefers to spend toll money on enhancements instead of actual toll road infrastructure. I'll be interested to know the estimated cost. I'm thinking at least $500 million for this phase. Including money which has already been spent, this project could ultimately be in the $750 million to $1 billion range.
Corridor overview (https://www.hctra.org/-/media/b13534d7b8e34124945ff24a8081a78e.ashx)
Cap over freeway with park, south section (https://www.hctra.org/-/media/34B28B2EA0E549DFBCFA98AE23E040CA.ashx)
Cap over freeway with park, north section (https://www.hctra.org/-/media/C09E8D9FA32C4305B962EBE34DA02669.ashx)
Collingsworth to Cavalcade (https://www.hctra.org/-/media/6A0F6F221E634275828B4229AFD2061E.ashx)
Cavalcade to Loop 610 (https://www.hctra.org/-/media/52684868F7C34AEAB3D003E6C8FA3965.ashx)
Park enhancement near downtown (https://www.hctra.org/-/media/ED06FF2538094056B0C06D8A339C12C4.ashx)
The side ROW parks are fine, but this may be the most ridiculous 'Freeway cap' proposal I've ever seen. The primary reason given for caps has been that freeways divide and thus capping would reconnect neighborhoods. But there is nothing to connect with these caps, they are are entirely lined to the east with a wall of warehouses in an industrial park and then a noisy, busy, 3 track ground level freight railroad for the longer remaining length. There is nothing I've seen suggesting a plan to also bury the rail lines below grade and cap, which the railroads would refuse to fund. They don't want the flood risks shutting them down, and it wouldn't even be technically possible south of Quitman because they will not sign off on any grade over 1%.
So this is really about creating about 100' more width for the parks in the most expensive way possible. Because "All the cool kids are doing freeway caps" and here's the perfect scheme for local politicians to extort someone else to pay for their toys. I am certain a part of the motivation is to insure that this segment of the tollway won't ever be able to expand as a result. Both from the cost of widening a capped road and, once the cap and parks are built they can run with, "You're trying to steal our parks!"
And short-sighted, because it appears to also blocks off a future commuter rail trunk line into downtown that could potentially have branched off in 5 directions north of 610 (and possibly extending any future high speed rail from DFW and Austin/SA coming in on 290, through downtown, and up to Bush airport via the wide powerline ROW along the Hardy north of 610.) All that is needed would be a 50' easement on the east edge, next to the warehouse park and freight rail line. But by pushing the tollway and cap to the far edge to make the park 50' wider it leaves such a possible future rail line with just very expensive or politically impossible options. Now they will be forced to run elevated over the freight line, which could make the project too expensive to ever happen. And that would include then having to rise to almost 50' above ground to get over the Collingworth overpass over the freight line, possible future overpasses at Calvacade and Quitman, and above any future tollway connectors to I-45/69, which previous renderings showed would be built above or elevated right next to the freight line. The higher a rail line is built, the farther the noise travels. The other options are expensive takings of industrial and some residential properties east of the freight RR, placing such a future commuter RR on the west edge (eating up the now built parks and closest to the residences, so a political nonstarter), or up against the west side of tollway, which then isolates and negates the building of the extremely expensive caps.
I understand that the city and county have for now decided a bus network will be the regional commuter solution. I supported that decision. But Houston is now the second fastest growing metro in the US in actual population counts (not misleading percentage growth) so they should be planning for an eventual commuter rail network, even if it is 40 years in the future. It would not take a lot of easements and ROW preservation to take advantage of the existing freight rail network in that regard. In fact there was planning for that by the county 2 decades ago. Has that been disregarded lately for political reasons?
For those that aren't very familiar with Houston, the new mayor just said the city is basically broke from decades of financial mismanagement, and will propose a 5% cut in staffing and hikes in fees and taxes. This tollway situation is at the county level, but they also have, uh, significant 'problems'.