| University Corridor Frequently Asked Questions (FAQs) |
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Q: Why is METRO planning for a University Line? A: Several transit corridors were identified throughout the city as being in need of enhanced transit service. Those transit needs were incorporated into the Metro Solutions Phase 2 Implementation Plan. The area inside Loop 610 has been the scene of increased development and population density. Consequently, traffic has increased due to the number of popular destinations in this area. Linking major destinations such as the University of Houston, Texas Southern University, Houston Community College, St. Thomas University, Greenway Plaza, Lakewood Church and the Galleria area with high capacity transit could help accommodate this growing traffic demand. In addition, rapid transit for west and southwest Houston is a response to the will expressed by the voters in the 2003 referendum. Q: Who is this line intended to benefit? A: Those who live, work, conduct business, go to school, shop, visit doctors, restaurants and other entertainment venues can take advantage of this line identified as the University Corridor. Q: Why is Richmond Ave. included in the alignment if the 2003 ballot mentioned a Westpark line? A: Westpark was named in the ballot of the 2003 special election as a travel corridor to serve southwest Houston. Nowhere in the ballot is it specified that the Westpark line would be on Westpark Drive. The ballot also included language to clarify that the "final scope, length of rail segments or lines and other details, together with implementation schedule, will be based upon demand and completion of the project development process, including community input." This is a process that is currently underway and will continue through the completion of the project. Please note that the text on the ballot describes the Westpark segment as extending, "westward from the Wheeler Station on Phase I Metro Rail to the Hillcroft Transit Center". Wheeler station is located on Wheeler Street, which is the continuation of Richmond Avenue. The old railroad right-of-way METRO purchased begins near Dunlavy south of US-59, the Southwest Freeway. It starts as a 25-foot right-of-way extending west, widening to 50 feet east of Kirby. METRO will still need to do an evaluation of alignment options on the connection from the Wheeler Station to the southwest. In addition to the ballot language, METRO must abide by a stringent Federal process to obtain Federal Funding. That process involves an Environmental Impact Statement, which includes an analysis of alternatives. That is why Richmond Avenue was evaluated together with Westpark Drive as options for the alignment. Finally, approval for federal funding hinges upon METRO's ability to present a cost-effective investment. That means the corridor selection needs to yield the highest ridership possible for the dollars invested. Richmond links more major activities and passes through more developed areas than Westpark, giving Richmond a higher ridership potential. Q: If METRO already owns a right-of-way on Westpark, wouldn't it make more sense to have the alignment on Westpark all the way since there is already a bridge over the Union Pacific rail road on that road? A: At first sight, it appears simple, but there are some engineering challenges. Let's review the facts about that right of way:
Q: If METRO's right of way goes all the way to Eagle Lake, wouldn't this be an opportunity to extend the rail line further West to benefit those suburban areas? A: Suburban dwellers currently benefit from an extensive HOV system and Park & Ride network. In contrast, inner city mobility has not been as significantly developed for rapid transit service. The METRO Solutions transit plan is intended for the improvement of mobility for the region. Before commuter rail is developed, an effective distribution system needs to be established to help travelers reach their ultimate destination. Q: How is rapid transit, such as light rail, any better than HOV lanes or buses? A: Houston's HOV lanes are designed for suburban commuters who work in and around downtown. Light rail and other rapid transit technologies are designed to offer mobility alternatives beyond the HOV system. With a comprehensive network to distribute traffic, the HOV system or a future commuter rail system can be enhanced. Rapid transit technologies offer faster, more reliable service than buses. Operating in exclusive lanes, light rail vehicles, for example, do not have to compete with regular traffic to be on schedule. Rapid transit vehicles may also have:
Q: How will light rail construction affect my business? What will METRO do to mitigate that effect? A: Understandably, business owners fear the effects of construction. METRO recognizes that much of that fear is based on the experience during construction on Main Street. Construction of the Main Street project left a lot to be desired and METRO has learned from that experience. While most people understand the benefits of light rail to businesses after it is built, few people are able to visualize that METRO has a vested interest in the survival and success of businesses along the alignment. Simply put, a train to a ghost town will carry no passengers. Conversely, successful business along the alignment will support successful ridership. Mitigation measures are not "one-size-fits-all" and their implementation depends on case-by-case evaluations. However, METRO is committed to implement creative solutions, such as:
Q: Who pays for this rail line? A: The University Line is part of a larger plan composed of different projects, known as METRO Solutions Phase 2. The entire Plan is expected to have a total program cost of approximately $2 billion with half of that will be federally funded. The University Line is one of the components expected to receive federal funding through a process called the Federal Transit Administration New Starts Program. More details about the cost of the University Line will be learned as the Federal process proceeds. Q: Many residents are concerned about flooding. Will light rail worsen the flooding in the streets? A: Flooding problems are not inherent to the light rail in and of itself. Streets have a crown in the center to drain the water to the gutters. Light rail tracks are built on the highest point of the street and will be the last to flood. However, flooding and drainage is one of the issues factored in to the preliminary engineering investigation. Q: Which properties will be acquired for the right-of-way? A: Real estate acquisition is factored in during preliminary engineering. METRO prefers to minimize property acquisition to reduce the overall construction costs and community impacts and uses the right of eminent domain as an action of last resort. Business owners, property owners, and the community can keep informed about this process every step of the way to ensure that their interests are being considered. Q: How do business owners, property owners and the community get involved? A: There will be many opportunities to receive information and provide input throughout the process. Please refer to the display board titled Project Development Process and Input Opportunities displayed during the public forums. METRO will also continue to post the dates and locations of community meetings, public workshops and public forums. Stakeholders may also elect to join our mailing list through our Web site and receive relevant publications. Q: How long will construction take? A: Construction for the entire University Line is expected to begin in late 2010 and take approximately four years. That does not mean the entire route will be torn up for that entire period. METRO is committed to minimizing the impact of construction by completing each segment of the route in as short a time as possible. Click here for some of the measures we're considering implementing. Q: Won't light rail inhibit access for emergency vehicles and local residents? A: From its conception, this project has included the input of safety officials in Houston. METRO will continue to seek the input of residents and safety authorities to ensure the highest level of public safety. Q: How does light rail affect property values? A: Studies conducted by the Urban Land Institute indicate that, in general, properties located within a quarter of a mile radius of a light rail station increase up to 25% in value more than other properties. There may be exceptions, such as properties next to Park & Ride lots. Q: How can we ensure that the trees will be preserved and that the streetscape will remain visually appealing? A: The issue of preserving mature trees and the flavor of the neighborhoods has been brought up to METRO many times and in many forms and is one that METRO does not take lightly. Issues dealing with the environment and aesthetics will be evaluated during the process. In fact, part of the Environmental Impact Statement includes work conducted by urban forestry experts. Where a street is wide enough, street trees and light rail can coexist well. Some portions of the Main Street Line (also called the Red Line) operate under a canopy of trees. In fact, Main Street now has more trees than before the line was built. Decisions about saving or relocating trees depend on the size, age and health of each individual tree. The issue of the aesthetic nature of the alignment is one that is developed together with the community. Q: How safe is light rail? A: Many safety features are built into the light rail line, as well as the training of the operators. Although Houston has witnessed its fair share of accidents, almost all of them have been attributed to the automobile drivers. However, METRO has continued to improve signaling and other safety elements in an attempt to reduce the amount of vehicles making illegal turns or running red lights. METRO is experimenting with lighted street bumps at signalized intersections. New light rail construction will be built with this experience in mind.
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