Portfolio (3 4 14) updated by Frances

Kellerman

ReSume

FRANCES ANNE KELLERMAN, LEED-GA Planning and Urban Design

2038 1/2 North Blvd, Apt. A, Houston, TX 77098 ∙ (443) 386-7919 ∙ frances.kellerman@gmail.com

Objective: To apply my planning and urban design skillset coupled with my background in environmental engineering for site planning, (re)design, and redevelopment.

Education Master of Science: Community & Regional Planning, University of Texas, Austin, TX (2013) Bachelor of Arts/ Sustainability Minor: Environmental Engineering, Rice University, Houston, TX (2011)

Relevant Design Projects ULI Hines Urban Design Competition: Minneapolis, MN (2013) Vauxhall Missing Link Design Competition: Vauxhall, London, UK (2013) *Winning entry from RIBA and Vauxhall One BID Euston Station Redesign: Borough of Camden, London, UK (2013) 41st Street Corridor Redesign: Hancock Neighborhoof, Austin, Tx (2012)

Relevant Planning Projects Pearland, Texas Introductory Comprehensive Plan Chapter (2013)

SOFTWARE KNOWLEDGE ArcGIS Adobe Creative Suite Google SketchUp AutoCAD (basic) Microsoft Office HTML (basic)

PLANNING SKILLS

Relevant Work Experience Kendig Keast Collaborative, Sugar Land, Texas ASSOCIATE PLANNER (June 2013- Present) • Used GIS to create proposed zoning maps for communities such as Slidell, LA, Magnolia, TX and Fremont, NE • Wrote, designed and compiled the introductory chapter of the City of Pearland’s comprehensive plan which included demographic analysis, infographic production, and spatial mapping. • Designed community brands, such as for the City of Sioux City, IA which has been incorporated onto the City’s HTML-based development code website. • Wrote proposal elements and budgets and compiled numerous complete proposals for business development.

Census data analysis ArcGIS spatial mapping & modeling Houston-Galveston Area Council, Houston, Texas REGIONAL PLANNING INTERN (June 2012- May 2013) Zoning Analysis • Aided in the researching and refining of the plan goals, objectives, Scenario Planning Vulnerability to Flood Risk Index (2013) metrics, and strategies Design guideline creation Spatial analysis of the built environment and critical infrastructure exposed to flood • Created geographic information systems (GIS) maps to aid in Fair Community Branding risk in Galveston County, Texas Housing Equity Assessment for plan Graphic Design • Researched, presented, and wrote Best Practices Report for Group facilitation & outreach Hancock Neighborhood Redevelopment (2012) planning practices applicable to regional needs with specific Hydrologic/hydraulic modeling Neighborhood redevelopment proposal through community outreach and scenario emphasis on Healthy Communities and the Environment. planning • Researched comparable regional planning efforts for guidance in Awards & Recognition planning process. Poster Presenter, National APA Conference: Vulnerability to Flood Risk Index (2013) Center for Civic Engagement (CCE), Rice University Design Competition Winner, Vauxhall Missing Link Design Competition: Interscape (2013) FELLOWSHIP RECIPIENT (May 2010-May 2011) Design Excellence Award, UT School of Architecture: Community & Regional Planning Studio (2012) • Conducted a self-led design and research project quantifying the Media coverage, Green Roof project: Article written by RiceNews and a television segment on “Going Green with stormwater management performance of green roofs in Houston Yolanda Green” (2010) • Analyzed stormwater retention capabilities of a green roof compared to a non-green roof through the design, construction and Engineering Experience implementation of a drainage pipe insert • Performed water quality sampling with further water quality Hydrology and Water Resources Group, Rice University analysis performed at City of Houston’s East Water Purification RESEARCH ASSISTANT (September 2009 - August 2011) Plant • Conducted hydrologic and hydraulic modeling and assisted in developing a Flood Alert System for Sugarland, • Compiled a final report for the City of Houston summarizing the Texas through watershed modeling and floodplain response to severe weather events preliminary stormwater retention and water quality results and the • Created GIS maps of the Houston Ship Channel, Clear Lake and Galveston areas to identify demographics and future work necessary to quantify the stormwater management land uses. Maps used in the SSPEED Center’s analysis of potential levee alignments along the Houston Ship performance of green roofs. Channel and Galveston Island • Formal presentation given to the City of Houston providing evi• Conducted research on Gulf Coast hurricanes, including the arrival and aftermath of Hurricanes Ike, Katrina dence for the effective stormwater management performance of and Rita included in “Lessons from Hurricane Ike” book green roofs and advocating for the increased use of green roofs • Planned and prepared the SSPEED bi-annual conferences held at Rice University throughout Houston in September 2011 Introduction to comprehensive planning process, historical context, upcoming plan elements, and snapshot of current status of the Pearland community.

SaMples

VAUXHALL MISSING LINK

PEDAL: Pedestrian Eco-District for Accessible Living

EUSTON STATION

VULNERABILITY INDEX

FLORENCE DOWNTOWN IMPLEMENTATION PLAN

PEARLAND COMPREHENSIVE PLAN

PostOak BRT

INSPIRATION exists, but it has to find you working.”

-PABLO PICASSO

MissingLink

Vauxhall

Energy

Harnessing

Capitalizing on the natural flow of the river, the design of the Interlude funnels water to a water turbine farm that is underneath the infrastructure ramps. The energy produced from the water turbines powers the lighted paths that visually connect each node. Additionally, the water turbine creates a sensory experience as visitors can observe water moving through the wheels, creating energy and flowing into the Landing Lagoon.

Thames

Reclaming

The Interlude creates structural linkage that claims the river for a public focal point. The reclamation of the River Thames allows for the Vauxhall to harness natural energy flow from the water to fuel the community.

PEDAL

Urbanism

Bikeable

PEDAL: Pedestrian and Bike Eco District for Accessible Living One-third of CO2 emissions that contribute to global warming come from transportation, and the yearly contribution from transportation is projected to continue to rise. Many cities are re-designing to allow bike and pedestrian transport to supplant much of the auto transit, and Minnesota is no exception. Inspired by the enthusiasm of the Minneapolis population for more bike infrastructure, PEDAL is a vision of an urban bike village in Downtown East promoting the fullest of human and environment wellbeing. The PEDAL Way dedicated bike lanes connect East Downtown to key destinations in the thriving communities surrounding Downtown East. But they’re not just lanes; they’re thoroughfares demarcated with their own paver color and style, are dotted with service stops and are divided from motor traffic by bioswales.

PEDAL

BIKE CITY, Minneapolis Pedestrian and bike Eco District for Active Living Facing a future of rising global temperatures and climate change

caused in part by increased emissions of greenhouse gases like CO2 from the combustion of fossil fuels 30% of this emissions-based C02 comes from vehicles

Demographic Snapshot of Minneapolis 0

0.125

0.25

0.5

0.75

Miles

DOWNTOWN

Phasing

Unit

Source

Average Household Size

1 Person

Census 2010

Median Age

10-Year Old

Census 2010

Poverty Rate

10%

ACS 2010

Transit To Work Rate

10%

ACS 2010

LORING PARK

Project

PEDAL is a response to untapped resources of the Downtown East district: housing demand, a robust transit system, the imminent completion of the Vikings Stadium and proximity to thriving neighborhoods or downtown on each side of the district. In response, PEDAL staggers housing, retail, office and amenity construction efficiently throughout its 10-year phase so that the need is met and no new development goes unused by the public. The PEDAL Project doesn’t just address local demands; this vision responds by creating a complete community for living, working and playing that also responds to the smart eco design of cities of the future: compact, mixeduse development.

The healthy, innovative, and sustainable city of the 21st century offers a compact urban design and alternative transit like BIKING -an emission free transportation mode

Inside Armory PEDAL Hub

at ode th g tion m ity by bein Y: n porta EQUIT is a trans te Commu comes in g Bikin a Comple ages and s serve sible to all s acce

= # of PEDAL BikeWay miles that connect Minneapolis to live work play in Downtown East

This shows that the

ELLIOT PARK PEDAL District has: Small Household Size Young Population Diverse Economic Status Public Transit Oriented

People Ready to PEDAL Example of PEDAL BikeWay

2735

Section A. 7 Hotel

Legend Pedestrian Flow Bike Flow Sun angles Site Line

13 Office

Condominium

Grocery Market and cafe

SkyBike

3 Projection Wall 1 Armory PEDAL Hub

Vertical Bike Lift

Rental & Affordable Rental Apartments

5 PEDAL Market Square

Locker Room with Shower and Suana

Parking Garage Mississippi River

Bike Escalator

PEDAL allows bikers to climb above the ground floor via bike escalators to enter buildings through the Skybike system

Armory PEDAL Hub Greenhouse Plaza Ampitheater Wa4 Projection Screen 5shPEDAL Market Square ing ton 6 Brewery Ave 7 Hotel S 8 Community Center and SRO Hotel 9 Eco-Incubator Lofts 1

5th

St S

12 13

Movie Theater PEDAL Cycle Track and Velodrome Transit Station Grocery Market and Cafe Light Rail Stop PEDAL Service Station

Public Park 4%

Phasing

50’ 100’

100’

0’

Housing 44%

200’ 50’

200’

100’

200’

Housing Options include: Rental Apartments & Incubator Lofts Affordable Apartments & SROs For-Sale Housing Apartments & Condominiums

Retail 18% Office 20%

PEDAL Systems

Phase 1: 2015 - 2017

Phase I lays the foundation of PEDAL and prepares the district for the completion of the stadium. This phase establishes the PEDAL Bike Way, repurposes the Armory for the PEDAL Hub, builds the first third of planned housing, adds additional office and retail space, and creates amenities of the Ampitheater plaza and PEDAL hotel.

Phase 2: 2018 - 2020

Phase 2 continues to establish the district by building the next third of housing, creating the Community Center and SRO hotel, and adds more office, retail and amenities such as a movie theater and brewery.

GREEN SYSTEM

Ave

Phase 3: 2021 - 2024

Phase 3 completes the PEDAL district with the last phase of housing and Greenhouse Plaza, complete with retail, bike storage, Eco-incubators and Innovation Galleries, greenhouse permaculture garden, and lastly the Transit Station to firmly establish one of the gateways into the PEDAL district.

Development Type by Phase

4th

0’ 50’

Hotel 14%

Par k

Ave

3rd

0’

Breakdown of PEDAL Development Type

11 10

PEDESTRIAN FLOW

PARKING BREWERY

PARK MOVIE THEATER OUTDOOR THEATER

COMMUNITY CENTER ARMORY

BICYCLE FLOW

FOR-SALE HOUSING HOTEL OFFICE

OFFICE

AFFORDABLE RENTAL HOUSING

RENTAL HOUSING

PHASE I

RENTAL HOUSING 2017

2018

2019

RENTAL HOUSING 2020

2021

PHASE II

2022

2023

PHASE III

cag

Chi

tlan Por

2016

RETAIL

RETAIL AFFORDABLE RENTAL HOUSING 2015

CAR FLOW View of PEDAL Way as it crosses the Ampitheater to the Armory

LEED Neighborhood Development Scorecard Neighborhood Pattern and Design

38/44

Pr 1 Walkable Streets Pr 2 Compact Development Pr 3 Connected and Open Community Cr 1 Walkable Streets Cr 2 Compact Development Cr 3 Mixed-Use Neighborhood Centers Cr 4 Mixed-Income Diverse Communities Cr 5 Reduced Parking Footprint Cr 6 Street Network Cr 7 Transit Facilities Cr 8 Transportation Demand Management Cr 9 Access to Civic and Public Spaces Cr 10 Access to Recreation Facilities Cr 11 Visitability and Universal Design Cr 12 Community Outreach and Involvement Cr 13 Local Food Production Cr 14 Tree-Lined and Shaded Streets

Smart Location and Linkage

Pr 1 Smart Location Pr 2 Imperiled Species and Ecological Communities Pr 3 Wetland and Water Body Conservation Pr 4 Agricultural Land Conservation Pr 5 Floodplain Avoidance Cr 1 Preferred Locations Cr 3 Locations with Reduced Automobile Dependence Cr 4 Bicycle Network and Storage Cr 5 Housing and Jobs Proximity Cr 6 Steep Slope Protection

21/27

Green Infrastructure and Buildings

23/29

Pr 1 Certified Green Building Pr 2 Minimum Building Energy Efficiency Pr 3 Minimum Building Water Efficiency Pr 4 Construction Activity Pollution Prevention Cr 1 Certified Green Buildings Cr 2 Building Energy Efficiency Cr 3 Building Water Efficiency Cr 4 Water-Efficient Landscaping Cr 5 Existing Building Use Cr 6 Historic Resource Preservation and Adaptive Reuse Cr 7 Minimized Site Disturbance in Design and Construction Cr 8 Stormwater Management Cr 9 Heat Island Reduction Cr 10 Solar Orientation Cr 11 On-Site Renewable Energy Sources Cr 13 Infrastructure Energy Efficiency Cr 15 Recycled Content in Infrastructure Cr 16 Solid Waste Management Infrastructure

150

300

600

FIGURE-GROUND

3/6

Innovation and Design Process Cr 1.1 Innovation and Exemplary Performance Cr 2 LEED Accredited Professional

2/4

Regional Priority Cr 1 Regional Priority (SLLc5: Jobs-Housing Proximity)

Total Points: 87

LEED Platinum Rating

Section B.

PEDAL velodrome inside new stadium

PEDAL Cycle Track around new stadium

Legend Pedestrian Flow Bike Flow Site Line

Innovation Galleries Ampitheater Stage

2 Greenhouse Plaza

Ice Rink (winter)/ Reflection Pool (summer)

4 Projection Wall

Greenhouse with Permaculture garden 9 Eco-Incubator Lofts

PEDAL Service Station, bike parking & storage

3 Grassy Ampitheater

12 Light Rail Station

PEDAL Bike Way

Panorama Cafe

Vikings’ Stadium

Retail (1st floor)

11 PEDAL Cycle Track

PEDAL Skybike

0’

50’

100’

200’

2735

1000’ 1000’

2735

Wh it Bla e ck Asi an Mi xed

Station

Euston

% e 2P3art tim

Employment

+ euston railSCAPE

Camden has a varierty of housing choices that allows for a mix of hard working residents to live in the community

design strategy, dynamic noun

40%

The design strategy= (re)connected is aimedcommunity at Landscape along Euston fusing rail and ecology to band produce station facilitates reconnection a fluid natural and built landscape of neighborhoods that facilities connections among the Camden community, within London, and to the United Kingdom.

Rege

households with car/van access Highspeed2 (HS2) Rail Network Existing Lines for Direct Services

Many Camden residents are dependent on public transit for their transportation needs

The addition of the HS2 Rail Network creates a web of new connections for London to the rest of the United Kingdom.

EDINBURGH

Camden

GLASGOW NEWCASTLE

The introduction of the HS2 rail into Euston Station marks Euston and the Borough of Camden as a new gateway into the City of London.

UK 58%

LEEDS MANCHESTER

With a range of races and ethnicities, Borough of Camden is a diverse community

LIVERPOOL

SOUTH YORKSHIRE EAST MIDLANDS

BIRMINGHAM Asia

Country of Birth

66.3%

Africa

1hr 10m

Manchester

2hr 08m

1hr 06m

Leeds

2hr 05m

1hr 25m

Liverpool

2hr 08m

1hr 15m

Newcastle

2hr 50m

1hr 40m

Edinburgh

4hr 05m

2hr 06m

Glasgow

4hr 20m

2hr 32m

Housing Tenure

GREATER LONDON

Ow ned ial Ren ted Priv ate Ren ted

Camden

CAMDEN BOROUGH Euston Euston Station

Kings Station KingsCross Cross Station St. Station St.Pancras Pancras Station

Station UK 58%

7%me

7Full ti

With a range of races and ethnicities, Borough of Camden is a diverse community

% e 2P3art tim

40%

households with

Europe

12%

16.6%

Australia Country of Birth

6% Africa

4% North America

2% Oceania

Camden has a varierty of housing choices that allows for a mix of hard working residents to live in the community

Asia

South America

Housing Tenure

Employment

66.3%

5.6%

8.2%

16.1%

Landscape band along Euston station facilitates reconnection of neighborhoods

Wh it Bla e ck Asi an Mi xed

6 min.

55m

Birmingham

% 1.6

20 min.

PARIS BRUSSELS FRANKFURT AMSTERDAM

South America

HS2 Journey

DESTINATION

= (re)connected community

Addition of landscape creates a green infrastructure connection from Euston station to Regents Park

1 mile

Euston St. Pancras

2% Oceania

Soc

+ green connection

4% North America

LONDON

16.6%

Current Journey

Crossrail Interchange (Old Oak Common)

Heathrow Airport

1.6

Europe

Australia

12%

Birmingham Interchange (Birmingham Airport)

NTS

Kings Cross

Regents Park

British Library

St. Pancras

Euston Station

+ separated community

+ green connection

= (re)connected community

Separated neighborhoods due to dominating street grid

Addition of landscape creates a green infrastructure connection from Euston station to Regents Park

Landscape band along Euston station facilitates reconnection of neighborhoods

Corams Fields

Railscape

Euston

The natural landscape is comprised of Camden a sweeping swath of park that reclaims space along Euston Station to Regents Park. This connective green infrastruc+ euston road section ture stretches along the station and across the depressed rail beds to transform Euston Station into an epicenter of community gathering and facilitator of + eversholt street section community engagement. The natural landscape provides a series of programs Tenure thatHousing promote connections and gathering including a hike-bike trail as well as multiple park and plaza spaces. With the natural landscape, Euston Station becomes an integral part of the Camden community and defines the 21st century rail station % as an ecologically-charged, 77 connective artifact serving the commu% 23 nity as much Employmentas the travelers. UK

58%

Bioswale

Asia

1 mile

6 min.

Europe

Bioswale

16.6%

Country of Birth

Permeable pavers

Africa

66.3%

+ playpark corridor after

1/2 mile

10 min.

4% North America

1.5 min.

8.2%

5.6%

5 min.

South America

Soc

16.1%

1/4 mile

+ playpark slab section

2% Oceania

ial

ned

3 min.

Australia

12%

% 1.6

20 min.

+ playpark corridor before

With a range of races and ethnicities, Borough of Camden is a diverse community

Ren ted Priv ate Ren ted

Permeable pavers

ll ti

Wh it Bla e ck Asi an Mi xed

rt Pa

me e

tim

Camden has a varierty of housing choices that allows for a mix of hard working residents to live in the community

40%

households with car/van access

Many Camden residents are dependent on public transit for their transportation needs NTS

Permeable pavers

Bioswale

+ euston road section 0’

128’

256’

euston rd

eversholt st

64’

plaza market

roof garden park Bioswale

+ playpark playpark corridor before

+ playpark corridor after

n gower st

hampstead rd

+ green infrastructure strategy

+ transportation network

Permeable pavers

+ eversholt street section

2) Category 1 hurricane storm build anywhere on the coast. Historic development patterns have placed our built environment in areas of high flood risksurge and made our infra3) Percent structure increasingly more vulnerable to a future climate that is predicted to bring increased rainfall impervious and severe coverage storm events. The pattern of the Soil porosity built environment exposed to flood risk places even more responsibility on planners and4) emergency managers to assess the amount of critical infrastructure that is at risk and what capacity exists for preparedness and response. This research analyzes the pattern and degree of built environThis data creates Index which ment in Galveston County, Texas that is exposed to flood risk and how the exposure to flooding have, can,the andvulnerability should be responded to. is then applied to Galveston County parcels, parcels which specifically contain critical infrastructure, and block groups. Critical infrastructure with Vulnerability index is analyzed to better inform county emergency managers. GIS calculations to create index: 1) Vulnerability Variable Data layer rasterization Creation of Vulnerability to Flood Risk Index: 2) Calculation of Z-score for each rasterized data layer to standardize layers The spatial analysis looks at the location of development (defined by the percentage of impervious coverage) with respect to established risk index of Vulnerability to Flood Risk 3) Add standardized layers via Raster Calculatorflood to create zones (defined by 100-year floodplain and Category 1 hurricane storm surge zone) and soil porosity, a measure of soil’s relative permeability or absorptive capacity. The next level of the analysis investigates what critical infrastructure, or community lifelines have been built within these established flood risk zones, and how the infrastructure’s vulnerability to flood risk will impact a community’s resilience to a coastal flooding event. Lifeline infrastructure Flood risk zones are established as locations that are more prone to flooding; therefore, is flood risk is actualized exacerbated by development a critically importantand issue for communities as it supports day-to-day activities and includes key mechanisms used to respond to emergencies. and impervious coverage that occurs within these established flood risk zones and on soilCritical mediaInfrastructure that is less permeable. Key Points: Variables that define Physical Vulnerability to Flood Risk: 1) Schools, Churches, Health centers 1) 100 year floodplain 2) Utilities: gas, electric, water The most vulnerable parcels are located mainly on Bolivar 2) Category 1 hurricane storm surge Peninsula, the east end of Galveston Island and mainland 3) Percent impervious coverage Galveston within Texas City Industrial Complex and Canal. 4) Soil porosity In general, these vulnerable parcels occur where the barrier islands (Galveston Island and Bolivar Peninsula) are most This data creates the vulnerability Index which is then applied to Galveston County parcels, parcels which specifically contain critical infrastructure, exposed to Galveston Bay and the Gulf of Mexico as well and block groups. Critical infrastructure with Vulnerability index is analyzed to better inform county emergency managers. in a low-lying industrialized portion of mainland Galveston. GIS calculations to create index: Therefore, focus should be concentrated on employing land 1) Vulnerability Variable Data layer rasterization use policies, construction and building code standards as 2) Calculation of Z-score for each rasterized data layer to standardize layers well as structural and nonstructural mitigation measures for 3) Add standardized layers via Raster Calculator to create index of Vulnerability to Flood Risk these specific locations in Galveston County.

Vulnerability ndex

Peninsula, the eastof end of Galveston Island andcoasts mainland tion population on US has caused rapid urbanization in the form of sprawling development patterns. Sprawlon results in inefficient use of are challengingly vulnerable Today in the United States, roughly 50% of the country’s population is located the coast. The concentraGalveston within Texas City Industrial Complex and locations. Canal. land as population well parcels as theoccur lossUS ofcoasts natural features areurbanization designed toinweather coastal hazardsdevelopment such as flooding and severe storm events. As development In general, these where the barrier tionvulnerable of on has causedthat rapid the form of sprawling patterns. Sprawl results in inefficient use of continues and impervious coverage increases, counties be faced withhazards exacerbated events will result increased surface runislands (Galveston and Bolivar are most features 100yr Floodplain land Island as well as thePeninsula) loss of natural thatcoastal are designed to will weather coastal such asflood flooding andthat severe storm in events. As development Vulnerability Index exposed to Galveston Bay andand the Gulf of Mexico as well off, flooding, economic losses. impervious will be faced with exacerbated flood events that will result in increased surface runin a low-lyingcontinues industrializedand portion of mainland coverage Galveston. increases, coastal counties Low Vulnerability Therefore, focus be concentrated on employing land off, should flooding, and economic losses. High Vulnerability use policies,The construction and building code standards as occupation of vulnerable locations, such as flood risk zones critical Bolivar Peninsulawith after Hurricane Ike infrastructure reflects the mentality that we as a modern society can well as structural and nonstructural measures for build anywhere onmitigation the coast. Historic development have placed ourinfrastructure built environment in the areas of high flood riskasand made our infra-can The occupation of vulnerable locations, such as floodpatterns risk zones with critical reflects mentality that we a modern society these specific locations in Galveston County.

structure increasingly toIndex a future climate thathave is predicted to built bringenvironment increased rainfall andofsevere stormrisk events. The pattern of the Components ofvulnerable Vulnerability build anywhere on themore coast. Historic development patterns placed our in areas high flood and made our infra-

Key Points: The most vulnerable parcels are located mainly on Bolivar Peninsula, the east end of Galveston Island and mainland Galveston within Texas City Industrial Complex and Canal. In general, these vulnerable parcels occur where the barrier islands (Galveston Island and Bolivar Peninsula) are most exposed to Galveston Bay and the Gulf of Mexico as well in a low-lying industrialized portion of mainland Galveston. Therefore, focus should be concentrated on employing land use policies, construction and building code standards as well as structural and nonstructural mitigation measures for these specific locations in Galveston County. Reviewing the vulnerability of parcels that contain critical infrastructure uncovers an important aspect of community vulnerability to flood risk in Galveston County; if the infrastructure that supports day-to-day community need and sponsors community cohesion is damaged, the ability of a community to have a fast response and quick recovery from a disaster becomes significantly limited. Emergency managers within Galveston County can use this information to assess measures that will protect this infrastructure from damage given its vulnerability to flooding and configure an appropriate response upon a flood event ensuing. In the future, coasts in the US are predicted to receive more population growth as well as increased frequency and intensity of tropical storm activity. Vulnerability to coastal hazards such as flooding will only worsen if traditional, sprawling development patterns persist. Strategies to limit vulnerability and exposure to flood risk within coastal communities will only be effective if they are applied comprehensively and within the context of the social and ecological interaction. These strategies will need to combine the use of innovative policies and engineering solutions; future land use policies in coastal areas must aim to limit development in vulnerable areas and there must be drastic improvements to construction standards as well as investment in both structural and nonstructural mitigation strategies.

Reviewing the vulnerability of parcels that contain critical infrastructure uncovers an important aspect of community vulnerability to flood risk in Galveston County; if the infrastructure that supports day-to-day community need and sponsors community cohesion is damaged, the ability of a community to have a fast response and quick recovery from a disaster becomes significantly limited. Emergency managers within Galveston County can use this information to assess measures that will protect this infrastructure from damage given its vulnerability to flooding and configure an appropriate response upon a flood event ensuing.

Reviewing the vulnerability of parcelsexposed that containto critical built environment flood riskto places even more responsibility on to planners and emergency tostorm assessevents. the amount of critical instructure increasingly more vulnerable a future climate that is predicted bring increased rainfallmanagers and severe The pattern of the infrastructure uncovers an important aspect of community frastructure that is at risk and what capacity exists preparedness andon response. analyzes the pattern and of of built environenvironment to infraflood risk places evenfor more responsibility plannersThis andresearch emergency managers to assess thedegree amount critical invulnerabilitybuilt to flood risk in Galvestonexposed County; if the ment in Galveston Texas thatcapacity is exposed to for flood risk and how theresponse. exposure This to flooding have, can, and should be structure that supports day-to-day and frastructure that community is County, at risk need and what exists preparedness and research analyzes the pattern andresponded degree ofto. built environsponsors community cohesion is damaged, the ability of a ment Galveston County, Texasfrom that is exposed to flood risk and how the exposure to flooding have, can, and should be responded to. community to have ainfast response and quick recovery a disaster becomes significantly limited. Emergency man: agers within Galveston County can use this information to assess measures that will protect this infrastructure from : damage given its vulnerability to flooding and configure an 100yr Floodplain The spatial analysis looks at the location of development (defined by the percentage of impervious coverage) with respect to established flood risk appropriate response upon a flood event ensuing. Vulnerability Index

Layers

Index

The next level of the analysis investigates what critical infrastructure, or community lifelines have been built within these established flood risk zones, and how the infrastructure’s vulnerability to flood risk will impact a community’s resilience to a coastal flooding event. Lifeline infrastructure is a critically important issue for communities as it supports day-to-day activities and includes key mechanisms used to respond to emergencies. Critical Infrastructure Key Points: 1) Schools, Churches, Health centers 2) Utilities: gas, electric, water The most vulnerable parcels are located mainly on Bolivar Peninsula, the east end of Galveston Island and mainland Galveston within Texas City Industrial Complex and Canal. In general, these vulnerable parcels occur where the barrier islands (Galveston Island and Bolivar Peninsula) are most exposed to Galveston Bay and the Gulf of Mexico as well in a low-lying industrialized portion of mainland Galveston. Therefore, focus should be concentrated on employing land use policies, construction and building code standards as well as structural and nonstructural mitigation measures for these specific locations in Galveston County.

Creation of Vulnerability to Flood Risk Index Creation of Vulnerability to Flood Risk Index

Soil Porosity (Ksat Classification) 0.000 - 0.010 0.101 - 1.000 10.001 - 100.000

as increased frequency and inLow Vulnerability sorptive tensity of tropical stormcapacity. activity. Vulnerability to coastal High Vulnerability riskwill zones are established hazards suchFlood as flooding only worsen if traditional, as locations that are more prone to flooding; therefore, flood risk is actualized and exacerbated by development sprawling development patterns persist. Strategies limit and impervious coverage thattooccurs within these established flood risk zonestherefore, and on soilflood media that is less permeable. Flood risk zones are established as locations that are more prone to flooding; risk is actualized and exacerbated by development vulnerability and exposure to flood risk within coastal comVariables that define Physical Vulnerability to Flood Risk: munities willand only impervious be effective if they are applied comprecoverage that occurs within these established flood risk zones and on soil media that is less permeable. 1) 100 hensively and within theyear context of the social and ecological Variables thatfloodplain define Physical Vulnerability to Flood Risk: interaction. 2) TheseCategory strategies will to combine the use 1 need hurricane storm surge 100andyear floodplain of innovative1)policies engineering solutions; future land Percent impervious use policies 3) in coastal areas must aim to limit coverage development 2) Category 1 hurricane storm surge Critical Infrastructure: in vulnerable4)areasSoil and porosity there must be drastic improvements 1) Tax Exempt Commercial (Schools, churchs, healthcare centers) 3) Percent impervious coverage 2) Personal utilities; water systems to construction standards as well as investment in both 3) Gas Companies 4)nonstructural Soil porosity structural and mitigation strategies. Soil Porosity

4) Electric Companies (Ksat Classification) This data creates the vulnerability Index which is then applied to Galveston County parcels, parcels which specifically contain critical infrastructure, 100yr Floodplain 5) Telephone Companies 6) Railroads and block groups.the Critical infrastructure Vulnerability index analyzed County to better informparcels countywhich emergency managers. This data creates vulnerability Index with which is then applied toisGalveston parcels, 7) Pipelinesspecifically contain critical infrastructure, Category 1 Hurricane Storm Surge GIS calculations toCritical create infrastructure index: and block groups. with Vulnerability index is analyzed to better inform county emergency managers. 1) VulnerabilitytoVariable Data layer rasterization Vulnerability Index GIS calculations create index: 2) Vulnerability Calculation ofVariable Z-score Data for each data layerLowtoVulnerability standardize layers 1) layerrasterized rasterization High Vulnerability 3) Add standardized layers Raster Calculator create index of Vulnerability to Flood Risk 2) Calculation of Z-score forvia each rasterized datatolayer to standardize layers 0.000 - 0.010

Low

% Impervious Coverage

0.0110 - 0.100 0.101 - 1.000

Low Vulnerability

10.001 - 100.000

High Vulnerability In the future, coasts in the US are predicted to receive more population growth as well as increased frequency and intensity of tropical storm activity. Vulnerability to coastal hazards such as flooding will only worsen if traditional, sprawling development patterns persist. Strategies to limit vulnerability and exposure to flood risk within coastal communities will only be effective if they are applied comprehensively and within the context of the social and ecological interaction. These strategies will need to combine the use of innovative policies and engineering solutions; future land use policies in coastal areas must aim to limit development in vulnerable areas and there must be drastic improvements to construction standards as well as investment in both structural and nonstructural mitigation strategies.

High

Add standardized layers via Calculator toSurge create index of Vulnerability to Flood Risk Porosity 100-year Floodplain 3)The next Cat. 1Raster Storm Soil level of the analysis investigates what critical infrastructure, or community lifelines have been built within these established flood risk

% Imperviousness

zones, and howofthe vulnerability to flood risk will impact a community’s resilience to a coastal flooding event. Lifelineflood infrastructure The next level theinfrastructure’s analysis investigates what critical infrastructure, or community lifelines have been built within these established risk is a critically important issue for communities as ittosupports and includes key mechanisms used to respond to emergencies. zones, and how the infrastructure’s vulnerability flood riskday-to-day will impactactivities a community’s resilience to a coastal flooding event. Lifeline infrastructure Critical Infrastructure Critical Infrastructure: is a critically important issue for communities as it supports day-to-day activities and includes key mechanisms used to respond to emergencies. 1)centers Tax Exempt Commercial (Schools, churchs, healthcare centers) 1) Schools, Churches, Health Critical Infrastructure 2) Personal utilities; water systems 2) Schools, Utilities: Churches, gas, electric, water 3) Gas Companies Soil Porosity 1) Health centers

The most vulnerable2)parcels are located Utilities: gas, electric, water mainly on Bolivar Peninsula, the east end of Galveston Island and mainland Galveston within Texas City Industrial Complex and Canal. In general, these vulnerable parcels occur where the barrier islands (Galveston Key PointsIsland and Key Points The most vulnerable exposed parcels are located mainly on Bolivar Bolivar Peninsula) are most to Peninsula, the east end of Galveston Island and on mainland The most vulnerable parcels are located mainly Bolivar Galveston within Texas City Industrial Complex and Canal. Peninsula, the eastof end ofMexico Galveston Island and mainland Galveston Bay and the Gulf as In general,within these vulnerable parcels occur where theCanal. barrier Galveston Texas City Industrial Complex and islands (Galveston Island andparcels Bolivaroccur Peninsula) In general, these vulnerable whereare themost barrier well in a low-lying industrialized porexposed to Galveston Bay and the Gulf of Mexico as well islands (Galveston Island and Bolivar Peninsula) are most in a low-lying industrialized portion of mainland exposed to Galveston Bay and the Gulf of MexicoGalveston. as well Therefore, focus should be concentrated on employing land in a low-lying industrialized portion of mainland Galveston. tion of mainland Galveston. Therefore, use policies,focus construction building code Therefore, should beand concentrated on standards employingas land well as structural and nonstructural mitigation measures use policies, construction and building code standards as for focus should be concentrated emthese locations inon Galveston County. measures for well asspecific structural and nonstructural mitigation these specific locations in Galveston County. Reviewing the vulnerability of parcels that contain critical ploying land use policies, construction infrastructure an important of community Reviewing the uncovers vulnerability of parcels aspect that contain critical vulnerability flood riskaninimportant Galvestonaspect County; the infrainfrastructuretouncovers of ifcommunity and building code standards as well as structure thattosupports community vulnerability flood riskday-to-day in Galveston County; ifneed the and infrasponsors cohesion is damaged, theneed abilityand of a structure community that supports day-to-day community community to have amitigation fast response and quick structural and nonstructural sponsors community cohesion is damaged, therecovery ability offrom a a disaster becomes limited. Emergency mancommunity to have significantly a fast response and quick recovery from agers within Galveston County can use this information to a disaster becomes significantly limited. Emergency manmeasures for these specific locations in assess measures that will protect from agers within Galveston County canthis useinfrastructure this information to given its that vulnerability to flooding and configure assess measures will protect this infrastructure froman appropriate response upon a flood event ensuing. Galveston County. damage damage given its vulnerability to flooding and configure an Category 1 Hurricane Storm Surge

4) Electric Companies 5) Telephone Companies 6) Railroads 7) Pipelines

(Ksat Classification) 0.000 - 0.010

Low

0.0110 - 0.100 0.101 - 1.000 10.001 - 100.000

High

Vulnerability Index

Acknowledgements: Dr. Samuel Brody and Russell Blessing at Texas A&M at Galveston, Dr. Sarah Dooling at University of TexasAustin, & Houston-Galveston Area Council.

% Impervious Coverage

House burning amid the storm surge during Hurricane Ike

Low Vulnerability

Vulnerability Index

High Vulnerability

Critical Infrastructure: 1) Tax Exempt Commercial (Schools, churchs, healthcare centers) 2) Personal utilities; water systems 3) Gas Companies 4) Electric Companies 5) Telephone Companies 6) Railroads 7) Pipelines

Low Vulnerability High Vulnerability

Acknowledgements: Dr. Samuel Brody and Russell Blessing at Texas A&M at Galveston, Dr. Sarah Dooling at University of TexasAustin, & Houston-Galveston Area Council.

High

population as well Bolivar Peninsulagrowth after Hurricane Ike

Components of Vulnerability Index

Vulnerability Index

Low

0.0110 - 0.100

zones (defined by 100-year and 1 hurricane storm surge zone) and porosity,coverage) a measurewith of soil’s relative permeability or Surge abLow Vulnerability The spatial analysis looks atfloodplain the location ofCategory development (defined by the percentage of soil impervious respect to established flood Category 1 Hurricane Stormrisk In the future,sorptive coasts in the US are predicted to receive more capacity. High Vulnerability zones (defined by 100-year floodplain and Category 1 hurricane storm surge zone) and soil porosity, a measure of soil’s Vulnerability relativeIndex permeability or ab-

In the future, coasts in the US are predicted to receive more population growth as well as increased frequency and intensity of tropical storm activity. Vulnerability to coastal hazards such as flooding will only worsen if traditional, sprawling development patterns persist. Strategies to limit vulnerability and exposure to flood risk within coastal communities will only be effective if they are applied comprehensively and within the context of the social and ecological interaction. These strategies will need to combine the use of innovative policies and engineering solutions; future land use policies in coastal areas must aim to limit development in vulnerable areas and there must be drastic improvements to construction standards as well as investment in both structural and nonstructural mitigation strategies.

Category 1 Hurricane Storm Surge

Acknowledgements: Dr. Samuel Brody and Russell Blessing at Texas A&M at Galveston, Dr. Sarah Dooling at University of TexasAustin, & Houston-Galveston Area Council.

LowIndex Vulnerability Vulnerability Low Vulnerability High Vulnerability High Vulnerability

Soil Porosity (Ksat Classification) 0.000 - 0.010

0.0110 - 0.100 0.101 - 1.000

Low Acknowledgements: Dr. Samuel Brody and Russell Blessing at Texas A&M atHighGalveston, Dr. Sarah Dooling at University of Texas: Austin, & Houston-Galveston Area Council. :

% Impervious Coverage

10.001 - 100.000

House burning amid the storm surge during Hurricane Ike

% Impervious Coverage

House burning amid the storm surge during Hurricane Ike

appropriate response upon a flood event ensuing. In the future, coasts in the US are predicted to receive more population growth frequency and inIn the future, coastsasinwell the as USincreased are predicted to receive more tensity of tropical activity. Vulnerability to coastal population growthstorm as well as increased frequency and inhazardsofsuch as flooding will only Vulnerability worsen if traditional, tensity tropical storm activity. to coastal sprawling development patterns persist. Strategies to limit hazards such as flooding will only worsen if traditional, vulnerability and exposure to flood risk within coastal sprawling development patterns persist. Strategies to comlimit munities will and onlyexposure be effective if theyrisk arewithin applied comprevulnerability to flood coastal comhensively andonly within context of the andcompreecological munities will be the effective if they aresocial applied interaction. strategies will of need combine the use hensively andThese within the context theto social and ecological of innovativeThese policies and engineering future land interaction. strategies will needsolutions; to combine the use use policies inpolicies coastal and areas must aim to limit development of innovative engineering solutions; future land in vulnerable andareas theremust mustaim beto drastic improvements use policies inareas coastal limit development to construction standards as well asbe investment in both in vulnerable areas and there must drastic improvements structural and nonstructural strategies. to construction standards as mitigation well as investment in both

House burning amid the storm surge during Hurricane Ike

Critical Infrastructure: 1) Tax Exempt Commercial (Schools, churchs, healthcare centers) 2) Personal utilities; water systems 3) Gas Companies structural and nonstructural mitigation strategies. 4) Electric Companies 5) Telephone Companies 6) Railroads 7) Pipelines

Vulnerability Index LowIndex Vulnerability Vulnerability High Vulnerability Low Vulnerability High Vulnerability

Critical Infrastructure: 1) Tax Exempt Commercial (Schools, churchs, healthcare centers) Critical Infrastructure: 2) Personal utilities; water systems 1) Gas Tax Exempt Commercial (Schools, churchs, healthcare centers) 3) Companies 2) Electric PersonalCompanies utilities; water systems 4) 3) Telephone Gas Companies 5) Companies 4) Railroads Electric Companies 6) 5) Pipelines Telephone Companies 7) 6) Railroads 7) Pipelines

Acknowledgements: Dr. Samuel Brody and Russell Blessing at Texas A&M

Compo Compo

DowntownPlan

Florence

Florence Downtown Plan Update Implementation Program GENERAL SCOPE The next 3-5 years of Downtown Plan implementation activities will involve the aggressive continuation of the City’s successful joint façade grant/code enforcement program; the start of several important TIF-funded public improvement projects; and the full incorporation of the McLeod Hospital campus and FMU within the “sphere” of Downtown Florence. This period will also be marked by the City taking a proactive role in facilitating and “packaging” public-private development deals of currently blighted property, and helping to leverage alternative forms of financing at the state and Federal level. In keeping with prudent fiscal practice, the construction of public improvements will be coordinated with private development to the maximum extent possible. A strong emphasis during this period will be placed on building–up the downtown housing market as a necessary precondition of attracting new downtown retail. Major civic design projects will include new streetscaping to both extend and unify the downtown,; the reconstruction (pedestrianization)of East Evans Street and the creation of an ornamental public space and structured parking in the interior of the “museum block”. City staff will continue to coordinate with the Florence Downtown Development Corporation on market-building efforts and other activities and events that enhance the profile of downtown. Extended Streetscpe Wayfinding

North Dargan streetscape design & construction Work with FMU to fully develop/fund programming of incubator Expedite acquisition and permitting of proposed new development(s) at North Gateway Begin easement acquisition for North Downtown rearblock trail segment Offer rear building façade grants for building backing onto museum plaza

n ctio stru

CIP

desig

plet io com

cons

marketing

prog ra dvlp m t.

n ctio con

stru

CIP

ign des

tructi on

TIF Actic

ign

des

Public Projects

ate

201

ha 2nd p t targe

201

retail recruitment

N. Dargen facilitated redevelopment

stu

de faca ts n gra

se pha 1st itting m per

housing recruitment North Gateway facilitated redevelopment t rojec 1st p on ti selec

e erativ coop ent em agre

WKG ittee m Com

Public/ Private Projects

Musuem Ramp + Plaza

ca ets stre

201

Year 2 Implementation Goals

trail construction

easements

McLeod Partnership

Solidify funding for public parking ramp and civic plaza Preliminary design and capital programming for East Evans Street reconstruction Complete all entitlements, permitting and begin construction for new FMU school and North Gateway developments (Hope Health) Begin selective, opportunistic land acquisition/assembly north /east of Lucas between Athens and Marlboro Design, develop comprehensive Downtown signing and wayfinding program Conduct Downtown business/ available space inventory and create new marketing platforms (web and print).

Year 3 Implementation Goals Begin construction of public parking ramp and civic plaza at museum block Begin reconstruction of East Evans Street Implement comprehensive wayfinding program

Preliminary design, programming for streetscape: South Dargan, Cheves and West Evans streets Formalize cooperative agreement for DowntownHospital linkage program with McLeod Hospital

Year 4 Implementation Goals

CIP

East Evans Reconstruction

Activate Downtown TIF district Expedite permitting for new FMU Health Science Practitioner school at SW corner Irby and Evan Implement 2nd phase of combined code enforcement and façade grant program on North Dargan Street Conduct downtown housing market study Begin select acquisition, transfer of blighted properties on North Dargan. Preliminary design and capital improvements programing for public parking ramp and interior block civic plaza corner Cheves and Irby Streets.

con

Courthouse Ramp

desig n insta llatio

plan

ning

TIMELINE

Year 1 Implementation Goals

Begin to engage McLeod Hospital on “shops to docs” patient-visitor linkage program (i.e transit, streetscape, internal/ external wayfinding, walk-towork, business-to-business referral and preferred vendor programs) Continue opportunistic land, easement acquisitions in target investment areas. Develop and test developer/ owner interest in upper-floor housing program Develop downtown focused micro/seed loan and mentorship program for Downtown businesses (in conjunction with FCEDC and FMU incubator) Identify available housing sites and develop housing developer recruitment package

Begin streetscape construction: South Dargan, West Evans, Cheves streets Implement upper floor housing incentive program Expand land acquisitions and begin developer recruitment for area north/east of Lucas Street.

Begin to implement Downtownhospital linkage program: (midday trolley) Begin retail recruitment efforts focusing initially on incubator graduates and regional chains Begin design and capital budget programming for 2nd public parking ramp in/near courthouse area

Year 5 Implementation Goals Begin construction of 2nd public parking structure at courthouse block Work with McLoed on walk-towork incentive program

Establish forgivable grant/loan program for new “renovatorresidents” Refocus on land assembly civic-design and other new public investments on West Evans downtown gateway.

ComprehensivePlan

Community Profile

Pearland REGIONAL CONTEXT

Pearland is primarily within and occupies the northernmost portion of Brazoria County, but also has small portions of its City limits within Fort Bend and Harris counties. This places Pearland just 16 miles south of downtown Houston, which is at the core MONTGOMERY of a region that surpassed the six million population mark soon after the 2010 Census. A distinguishing feature of the Houston COUNTY metropolitan area is that a single major city dominates both in population and geographic size due to a long history of expansion LIBERTY by annexation. As of the 2010 Census, the City of Houston had 2.1 million residents, and the next largest city was Pasadena with 149,043 persons. Pearland was third in size with 91,252 residents, and one of eight cities in the region with 50,000 COUNTY or more

ContextMap

Regional

obtained from the unless otherwise noted. These characteristics and trends pertain to the community’s population, housing, economy, educational attainment, and crime. Although this summary is only a snapshot in time, it provides insights to the community’s strengths and weaknesses as well as opportunities and threats toward future progress. These and other community statistics are essential for long-range and strategic planning. They will be prominently featured in later plan sections that address mobility, housing and neighborhoods, and economic development.

Snapshot

Community

in southern Montgomery County (93,847), the Atascocita area near Lake Houston (65,844), and the Spring area in far north Harris

VCounty (54,298). The nearby cities of Friendswood (35,805) and Alvin (24,236) ranked as the region’s 12th and 17th largest cities. U 6

Lake Houston

290

§ ¨ 69

V U

HARRIS COUNTY

§ ¨

Houston

§ ¨ 610

¨ § 10

BELTWAY

Baytown

Downtown

Galleria

Texas Medical Center

§ ¨ 69

An estimated 40.7% of Pearland residents were in their prime incomeearning years from ages 35-65, as of the 2010 U.S. Census. In addition, 81.8% of residents between ages 18 to 64 were participating in the labor force as of 2011.

105,200

34.0

This City’s newest estimate in January 2014 was 106,500 from building permit activity since mid-2013.

37,640

Pearland

Missouri City

V U

Houston Ship Channel

Clear Lake

10 20

13 20

Friendswood

V U

League City

288

FORT BEND COUNTY

Alvin

§ ¨ 46

V U 35

V U 288

GALVESTON COUNTY

BRAZORIA COUNTY

142.4% increase in population from 2000-2010

Implications: Housing needs



Infrastructure (water, wastewater) demands



Angleton

Galveston Bay

Public service (police, fire, EMS) demands

L AR

n to us

33.6

s xa Te

tro Me

S U.

29.4%

Under age 18

Age 65+ Ages 18-64

A little more than one fourth of Pearland’s 2010 population was under age 18, and less than 10 percent was age 65 or older.

Implications:



The median age of Pearland residents in 2010 indicated a slightly more mature population overall compared to the region and state.

37.1 Median Age 32.3

Sugar Land 59

Between 2000 and 2013, the City’s population increased at an estimated 7.6% average annual growth rate, which made Pearland the fastest growing large city in the Houston metropolitan area over that period. During this same period, housing units nearly kept pace at an estimated 7.58% average annual growth rate. 91,252

V U

Age of Residents

Pasadena Hobby Airport

BELTWAY

Population



 Park and recreation capacity School enrollment

Varying purchasing cycle” phases



Expectations for shopping, entertainment, and cultural opportunities



Senior mobility needs



Bike/Pedestrian safety

OakBRT

Bus Rapid Transit (BRT)

Bus Transit (BRT) Bus Rapid Rapid Transit (BRT) Houston is among the 31 U.S.

Bus Rapid Transit (BRT) is an enhanced bus system that

Bus Rapid Transit (BRT) is anBRT enhanced bus system that cities with systems. Houston’s Bus Rapid Transit (BRT) is an enhanced bus system that operates on bus lanes or other transitways in order to operates on bus lanes or other transitways in order to combine the flexibility of buses with the efficiency of rail. reversible HOV have of direct combine the flexibility of buses withlanes the efficiency rail. BRT aims to combine the capacity and speed of rail or metro BRT aims to combine the capacity and speed of rail or metro transit with the flexibilramps ity, lower to costPark-and-Ride and simplicity of a blots, us syste m. with the flexibility, lower cost and simplicity of a bus system. As of November 2013, more than 166 cities worldwide have As of November 2013, more than 166 cities worldwide have centers and Downtown streets. implemented HoustoBRT. implemented BRT. n is Houston is among the 31 U.S.

Post

Bus Roperates on bus lanes or other transitways in order to apidthe combine buses with the efficiency of rail. Tflexibility ransioftcapacity ( BRTand) speed of rail or metro us Rap BRT aims to combine the id Tran with thsiet fl(B exRiTbility, lower cost and simplicity of a bus system. era

Houston Houston is is among among the the 31 31 U.S. U.S. cities with BRT systems. Houston’s cities with BRT systems. Houston’s reversible reversible HOV HOV lanes lanes have have direct direct ramps to Park-and-Ride lots, ramps to Park-and-Ride lots, transit transit

! ! !

tes on ) is an enhanc than 166 cities worldwide have buNovember s lanes mbine As of ed bus or 2013, more the flex centers system ibility o BRT.other transitw centers and and Downtown Downtown streets. streets. that T aims toimplemented f buses ays in combin o w rd it a e h m r e th to the cap o e the flex n e g ffi c t iency o acity he 31 U ibility, lo citie f rasystem Rapid bus that speenhanced wTransit s wcities il. er cost (BRT)anisd an .S. 31 f NoveBus is among the U.S. BRT? Why BRT? ed of ra Main Features Main BRT systems. Houston’s itHouston h BRwith mWhy and sim ber 201 Why BRT? il or me in order to Main Features Features T p s l lanes or other transitways y 3on tr i c , mbus s o ementeoperates i t t y oenhanced e o re m f a th r s b dThe e continued growth of urban and suburban areas has The continued growth of urban and suburban areas has . a Bus Rapid Transit (BRT) is an bus system that u versibreversible n 1of BRT systems involve nine key components, BRT systems involve nine key components, BRT. the flexibility H s syefficiency o 66buses stem. u cities with BRT systems. Houston’s The continued growth of urban and suburban areas has s cities wwith the combine of rail. ton’sdirect BRT systems involve nine key components, lanes capacity, have le forOimproved orldtransitways created need improved transport access created a need H access V lanHOV operatesa on busfor lanes or other to wide hcapacity, including: including: es transport aofverailinororder created a need for improved transport capacity, access aims to combine the capacity and speed metro including: havlanes raefficiency. m e BRTBRT p and efficiency. Current transit options such as conventional and Current transit options such as conventional combine the flexibility of buses with the efficiency of rail. d s reversible HOV have direct ir to e ramps to Park-and-Ride lots, transit c P and efficiency. Current transit options such as conventional t • Runningway /aDedicated Lanes • Runningway / Dedicated Lanes w?ith the flexibility, lower cost and simplicity of a bus system. r k -a • Runningway / Dedicated Lanes the 31 U.S. n d bus systems are often unattractive, difficult to use, slow, bus systems are often unattractive, difficult to use, slow, aims to combine the capacity and speed of rail or metro -Ride lodifficult to use, slow, ontinueAsBRT Houston is among censystems bus are often unattractive, of November 2013, more than 166 cities worldwide have dand t t e s g , r ro ramps to Park-and-Ride lots, transit s t r and unreliable. BRT is a transit solution that often involves • Busway Alignment • Busway Alignment a with unreliable. twhth e floefxiu bilitBRT y, lowisea r ctransit ost andsolution simplicithat ty ofoften a businvolves system. centers and Downtown streets. a n n d d a neimplemented s itinvolves Doiswaisntransit and unreliable. BRT solution bus that system often • Busway Alignment rban an ed for capitalBRT. Bus Rapid Transit (BRT) an enhanced that tow dmore while providing greater tohave lower capital costs while providing to low cities with BRT systems. Houston’s As of November 2013, citiescoverage worldwide su improvcosts n buthan sgreater ciency. lower rban 166 M treetscoverage lower capital costs while providing greater coverage toto low ed tran alow • Off-board Fare Collection • Off-board Fare Collection in areasreadily centers and Downtown streets. operates on bus lanes or other transitways in order C F u . e rr sp a e h • Off-board Fare Collection and medium-density areas and more adapting to and medium-density areas and more readily adapting to ort cap nt transi BRT. t as u r e tems a implemented s and medium-density areas and more readily adapting to acity, a t option re ofteBRT? BRT sy theland-use flexibilityand of buses with the efficiency of rail. to Why reversible Main Features ccess compared s ch a tostems combine changing population patterns compared n unland-use • Intersection Treatment • Intersection Treatment HOV lanes have direct eliable. changing attractiv andsupopulation s convepatterns invchanging land-use andcapacity population patterns compared • Intersection Treatment olv includin BRT aims toecombine the and speed of rail or metroto e nin BRTcontinued n e ti , o d n rail-based systems. rail-based systems. if is a fi The growth of urban and suburban areas has g k l cult to ey m nine key components, : BRT systemssystems. involve transit so pital co Why aBRT? ramps to Park-and-Ride lots, transit use, slo peornceonsts Boarding • Platform-Level Boarding wirail-based t•Main h Platform-Level the fleFeatures xibilityc,olo w t ,and simplicity of a bus system. sts whil a need on that transport w •access created capacity, • Platform-Level Boarding , e provid forlutiimproved Runnin including: ium-de often and in g The continued growth of urban suburban areas has w g in As of November 2013, more than 166 cities worldwide have n a BRT systems involve nine key components, v g si y olvesas conventional reatransit ty / DStations ter covoptions areas a Current efficiency. such edicate • Stations centers and Downtown streets. land-uand eratransport nd mo dBRT. • •including: Runningway Lanes • access ge to lo capacity, • Stations La/nDedicated created for implemented se usway re improved es asystems nd poap need re w to use, B bus are often unattractive, difficult slow, adily ad Alignm system u la eIntelligent apting such as conventional n and efficiency.tioCurrent transit options t n • Transportation Systems • Intelligent Transportation Systems s. p a to often •involves and unreliable. BRT is tt a etransit that • •Busway Alignment Runningway / Dedicated Lanes rns cosolution • Intelligent Transportation Systems Off-boa mpareddifficult to use, bus systems are often unattractive, slow, rd FaWhy Traveler) (Real-Time Traveler) re C(Real-Time to coverage to low Main Features lower capital costs while providing greater (Real-Time Traveler) ollBRT? e c ti o • n • Off-board Fare Collection and unreliable. BRT is a transit solution that often In involves • Busway Alignment te rs e and medium-density areas and more readily adapting to ction TThe • Specialized Service Patterns / Route • Specialized Service / Route continued growth of urban and suburban areas has BRT systems involve ninePatterns key components, reUptown atment Houston has taken the lead on making the lower capital costs while providing greater coverage to low • Specialized Service Patterns / Route Uptown Houston the leadpatterns on making the changing land-use has andtaken population compared • Platf to • Uptown Treatment taken thetransport lead on making theaccess •Intersection Off-board Collection Structure Structure created a Houston needFare forhas improved capacity, including: o rm and medium-density areas and more readily adapting to Structure -L Post Oaksystems. Rapid Transit plans a reality. The planned Oak Rapid Transit plans a reality. The planned evel BPost rail-based Post Transit plansoptions a reality.such Theasplanned oaefficiency. and Current transit conventional rdOak in g Rapid changing land-use population patternsutilizes compared • Stati to • mass Boarding Intersection Treatment • •Runningway / Dedicated Lanes mass transit corridorand on Post Oak Boulevard transit corridor on Post Oak Boulevard utilizes •Platform-Level Effective Branding Effective Branding ons mass transitare corridor Post Oak Boulevard utilizes • Effective Branding bus systems oftenon unattractive, difficult to use, slow, rail-based systems. BRT and invloves buses running on their own lanes BRT and invloves buses running on their own lanes • Intell ston ha BRT and invloves buses running on their own lanes • Stations and unreliable. BRT is a transit solution that often involves • Platform-Level Boarding • Busway Alignment sfrom tak the WestPark Transit Center planned near U.S. igent Tra from the WestPark Transit Center planned near U.S. nslower WestPark Transit Centergreater plannedcoverage near U.S.to low id Transi en the lead on pfrom (R costs while providing ortacapital tithe on the t plaalong makto 59, the freeway Oak Boulevard. The eal-Time Trave • 59, along to Post Oak Boulevard. The Systems •Intelligent Stations • Off-board Fare Collection ysTransportation ingPost ns a re tefreeway th ms areas 59, alongSthe freeway to Post Boulevard. The orridor le e a and medium-density andOak more readily adapting to r) li ty . The p to transit centers is crucial oUptown n Post OBRT connection • Uptown BRT connection to transit centers is crucial (Real-Time Traveler) S pecializ lanned ak Boule Uptown BRT connection to transit centers is crucial ves buse land-use and population patterns compared to ed Servchanging • Intelligent Transportation • Intersection Treatment vard utiin the Uptown area commute s runnin “most workers icebecause, because, “most workers in theSystems Uptown area commute Structu Patternsystems. lizes g on th workers in the /Uptown Park Tra re rail-based • because, Specialized Patterns Route area commute (Real-Time Traveler) s“most / RService ehas ir ow o nfrom sit Cesouthwest u and northwest of I-610,” comments from southwest and northwest of I-610,” comments te Uptown Houston taken the lead on making the n • Platform-Level Boarding la nter pla nes from southwest and northwest of I-610,” comments • Effec eeway to Structure nTransit ned tive Bra Uptown Houston President Breeding. While Uptown Houston President John /Breeding. While neplans Po Post Oak Rapid aJohn reality. The planned a • Specialized Service Patterns Route st r U n O The Demand for Park-and-Ride Demand .S d a Uptown Houston President John Breeding. While in k . nnectio Uptown Houston g Boulevhas the leadpark-and-ride on making the • The Stations The Demand for for Park-and-Ride Park-and-Ride nHouston’s acoordinates METRO coordinates 300 park-and-ride rd.taken to transit mass corridor on Post Boulevard utilizes • Houston’s Effective Branding Structure The Oak300 ansit METRO Houston’s METRO coordinates 300 park-and-ride workers PosttrOak centers Expansion Expansion Rapid Transit plans a reality. The planned is in and buses daily, currently only 10 of those buses service buses daily, currently only 10 of those buses service Expansion BRT invloves buses running on their own lanes c th ru • Intelligent Transportation Systems ial Oak Boulevard utilizes Uptowcorridor buses daily, currently only 10 of those buses service and nort massetransit oncPost n areTransit • Effective Branding Currently, Bend three Currently, Fort Bend County coordinates three h aUptown the Uptown area. Houston will provide the the Uptown Fort area. UptownCounty Houstoncoordinates will provide the wethe from Center near U.S. comm (Real-Time Traveler) oWestPark Currently, Fort Bend County coordinates three f I-invloves ute planned the Uptown area. Uptown Houston will provide the 610,” c buses Preside BRTstand running on their own lanes commuter buses that run from Fort Bend County commuter buses that run from Fort Bend County o n majority of the money for this project through the tax majority of the money for this project through the tax m talong 59, the freeway to Post Oak Boulevard. The m J o e h n n BWestPark commuter buses that run from Fort Bend County majority of the money for this project through the tax O coord from the reeding TransittsCenter planned near U.S. • to Specialized Service / Routeand the Texas . Whilto Galleria, and the Texas to Greenway Plaza, the Greenway Plaza,Patterns the Galleria, inincrement reinvestment zone (TIRZ) with is supplemental increment reinvestment zone (TIRZ)on with supplemental ates 3BRT Uptown connection transit centers crucial e Uptown Houston has taken the lead making the to Greenway Plaza, the Galleria, and the Texas 00 p increment reinvestment zone (TIRZ) with supplemental ntly only 59, along arkfreeway the to Post Oak Boulevard. The -a StructureCenter; however, there is no commuter bus nd-rHGAC Medical Center; however, there no commuter Medical funds coming from and the State ofcommute Texas. funds coming from HGAC and theisState of Texas. bus 10 of th because, “most workers in the Uptown area id e Post Oak Rapid Transit plans a reality. The planned Medical Center; however, there is no commuter bus funds coming from HGAC and the State of Texas. se bconnection Uptown UptownoBRT to transit centersTis crucial he uses se nortransit seamless (oneonseat, no transfer) nor seamless (one seat, no transfer) park-and-ride Deman Hosouthwest from northwest of I-610,” comments rvice uston w and mass corridor Post Oak Boulevardpark-and-ride utilizes • Effective Branding nor seamless (one seat, no transfer) park-and-ride d ney for because, f “most workers in the Uptown area commute il or Patransit l proPresident service buses that shuttles Fort Bend residents to transit service that shuttles Fort Bend residents to vide the John Breeding.Ex this pro Houston pansion Uptown While rkand -a BRT running on corridor their own lanes transit service that shuttles Fort Bend residents to ninvloves The Demand for Park-and-Ride jectofthproposed d ment zo Rendering -R mass transit corridor along Post Rendering of proposed mass transit along PostFort from southwest and northwest of I-610,” comments ro id u e g and from Downtown Houston. In 2010, 13,700 and from Downtown Houston. In 2010, 13,700 Fort ne (TIRZ METRO coordinates h the ta Rendering of proposed mass transit corridornear along Post Houston’s 300 park-and-ride Currentl from the WestPark Transit Center planned U.S. and from Downtown Houston. In 2010, 13,700 Fort x John )w HGAC Oak ith suppPresident Boulevard. Oak Boulevard. y, Fort Houston Breeding. While Expansion Bend residents commuted to work in Downtown Bend residents commuted to work in Downtown The Demand for Park-and-Ride anUptown Oak Boulevard. le buses currently only 10 of those buses service d thdaily, m c B o ental end 59, along the freeway to Post Oak Boulevard. The mmuter e State Bend residents commuted to work in Downtown Co Houston’s METRO coordinates 300 park-and-ride unty c Fort of TeUptown Houston, Texas Transportation Institute Houston, according to Texas Transportation Institute Currently, BendtotoCounty coordinates three xas. the Uptown area. Houston will provide to Gre the buses that ruUptown oaccording Expansion o BRT connection transit centers is crucial rd Houston, according to Texas Transportation Institute in ates th enway n (TTI). buses daily, currently only 10 of those buses service from F TTI researchers estimate thatarea aBend park-and-ride (TTI). TTI researchers estimate that a park-and-ride commuter buses that run Fort County tax Plaza, th because, e from Medicthe ort d mass majority of the money for this project through “most inre the Uptown commute (TTI). TTI researchers estimate that a park-and-ride Beworkers a n e l Currently, Fort Bend County coordinates three d trathe C Uptown area. Uptown Houston will provide the G e n C nter; ho aGreenway sit corridreinvestment zone (TIRZ) withnsupplemental othe lleriafrom unCounty Bend to Downtown service from Fort Bend County to Downtown Houston and the Houston Texas toservice Plaza, ty Galleria, increment , andFort or seam wever,from or along southwest and of I-610,” service from Fort Bend County to Downtown Houston thenorthwest commuter buses that from Fortcomments Bend County majority of the money this project through the tax(o thwould less Post forand ere is Center; Texarun utilized for roughly park-and-ride would be utilized for roughly 1,700 park-and-ride Medical however, there Breeding. is 1,700 no commuter bus funds coming from HGAC the Statetrof ne sea Uptown sJohn nbe o anTexas. Houston President While c si would be utilized roughly 1,700 park-and-ride o t m t, service m Galleria, and the Texas to Greenway Plaza, the The forfor Park-and-Ride n increment reinvestment zone (TIRZ) with supplemental u o te r tr anper trips day.(one Further coordination onpark-and-ride this park-andtripsDemand per day. Further coordination on this park-andbu that sh nor seamless seat, no transfer) sf s and fro e r) Houston’s METRO coordinates 300 park-and-ride trips per day. Further coordination on this park-andpark-ahowever, uttles Medical m Dow Center; there is no commuter bus funds coming from HGAC and the State of Texas. n Fort development d -ride is needed Expansion ntown ride among Fort Bend ride development effort is needed among Fort Bend transit service that effort shuttles Fort Bend residents to Bendcurrently Bend re daily, 10 of buses service Houstbuses ride development effort is needed among Fort Bend resi(one nor seat, nothose transfer) park-and-ride sid denonly o Rendering of proposed mass transit corridor along nCounty . from ts Inseamless and Houston’s Metro. County Transit Houston’s to Houston and Downtown Houston. In will 2010, 13,700 Fort 20Transit Housto Postents commu the 1 Currently, Fort and Bend CountyMetro. coordinates three 0 Uptown area. Uptown provide the County Transit and Houston’s Metro. , 1 ted to n, acco 3 transit service that shuttles Fort Bend residents to ,7 0 Oak Boulevard. 0 F ortthis project Bendworesidents commuted to work in Downtown (TTI). along Postrding to T majority rk commuter buses that run from Fort Bend County Rendering of proposed mass transit corridor of the money for through the tax in TTI rese exas Tand D from Downtown Houston. In 2010, 13,700 Fort o w ransportaccordingnto archers Houston, towzone Texas(TIRZ) Transportation Institute n service to Greenway Plaza, the Galleria, and the Texas Oak Boulevard. reinvestment ation In commuted estimincrement from Fo residents to with worksupplemental in Downtown a(TTI). stitute teBend rt Bend thcoming researchers estimate that a of park-and-ride atTTI would a Medical Center; however, there is no commuter bus funds from HGAC and the State Texas. p C a ounty to rk-and-r to Texas Transportation Institute be utili Houston, according ideCounty to Downtown Houston zed for D from service Bend trips pe nor seamless (one seat, no transfer) park-and-ride towFort roughly (TTI).ownTTI r day. n Houst researchers estimate that a park-and-ride Further 1,700 on roughly bepautilized for 1,700 park-and-ride ride de transit service that shuttles Fort Bend residents to coordinwould velopm rk -a from Fort County to Downtown Houston nd-rBend atiservice ent effo idmass on per of proposed transit corridor along Post ecoordination trips day. Further on this park-andCounty on th and from Downtown Houston. In 2010, 13,700 Fort rt is ne Rendering is p Transit a would be utilized for roughly 1,700 park-and-ride rk e -a d edBoulevard. and Ho nd- is needed among Fort Bend ride development effort among Bend residents commuted to work in Downtown uston’s Oak Fort Further day. on this park-andMCounty BeHouston’s etrips nd coordination tro. per Transit and Metro. Houston, according to Texas Transportation Institute ride development effort is needed among Fort Bend (TTI). TTI researchers estimate that a park-and-ride County Transit and Houston’s Metro.

Bus Rapid Transit (BRT) Bus Rapid Transit (BRT)

Bus Rapid Transit (BRT)

Case Study: Post Oak Rapid Transit

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Case Case Study: Study: Post Oak Post Oak Rapid Rapid Transit Transit

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Case Study: Post Rapid Transit CaseOak Study: Post Oak Rapid Transit

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Case Study: Post Oak Rapid Transit