US 90A/Southwest Rail Corridor (SWRC)

Evaluation of Alternatives Identified through Scoping

Range of Alternatives
An initial list of conceptual alternatives, (Alternatives 1 to 5, with Option a), was presented during the scoping process for the purpose of stimulating discussion with the public and stakeholders. The scoping process addressed the alternatives to be considered by the Draft Environmental Impact Statement (DEIS). The initial alternatives spurred the public to suggest their own alternatives to serve the corridor. The alternatives received during scoping are indicated by an S, as in S-6 (see Figure 5 below). In addition to using US 90A as an alignment, suggestions were made to use adjacent thoroughfares and utility rights-of-way, such as power line easements and drainage facilities, to connect to neighborhoods in the corridor. The full range of alternatives is shown below in Figure 5.

Map of US90A / SWRC Range of Alternatives

The initial set of alternatives, as well as the suggested alternatives that came from the scoping process (scoping meetings were held in February 2011), were screened using broad categories such as capital costs, economic development impacts, neighborhood impacts and competitive travel times, amongst other considerations. The process of evaluating alternatives, to arrive finally at the LPA (Locally Preferred Alternative) is shown in the figure below. Following review and analysis of the initial and suggested alternatives, the following alternatives will be carried forward throughout the DEIS study. More information on the process and criteria for evaluation as well as the range of alternatives may be found in the Evaluation of Alternatives Identified through Scoping document.

 The process of evaluating alternatives during the EIS process to arrive at the Locally Preferred Alternative (LPA).

Alternative 1North of Union Pacific Railroad (UPRR) through Buffalo Pointe: Starting in the vicinity of Cravens Road, this light rail transit (LRT) alternative would run adjacent to the northern edge of the Union Pacific Railroad (UPRR) right-of-way (ROW) and south of the properties to the north. Approximately 50 acres of ROW would need to be acquired. The tracks are elevated over both connections of the UPRR junction on either side of Main Street. At Buffalo Speedway the alignment turns north and runs through the future Buffalo Pointe development. At W. Bellfort Road, it turns east into the median of W. Bellfort Road to Fannin Street, where it turns north to connect to the existing METRORail Red Line. Stations could be located at Cravens, Hillcroft (or Chimney Rock), S. Post Oak, in the Buffalo Pointe development, and Fannin South Park & Ride (P&R). All stations would have parking.

Alternative 1a – Alternative 1 with the Hillcroft/Airport alignment option: An option to Alternative 1 is to divert northward into the median of Hillcroft to Airport Blvd. where the alignment would turn onto Airport Blvd., extending down the median of Airport Blvd. to Chimney Rock, where it would cross undeveloped land to run adjacent to the north side of UPRR. Additional ROW would be needed on the northwest corner of the US 90A/Hillcroft intersection, the southeast corner of the Hillcroft/Airport intersection for the turn radii, and from Chimney Rock to UPRR. A station could be possible on either Hillcroft or Airport.

Map of  Build Alternatives 1 and 1a


Alternative 2 – North of UPRR along Holmes Road to Fannin: Starting in the vicinity of Cravens Road, this LRT alternative would run adjacent to the northern edge of the UPRR ROW and the southern edge of the properties to the north. Approximately 65 acres of ROW would need to be acquired. The tracks are elevated over both connections of the UPRR junction located on either side of Main Street. Stations could be located at Cravens, Hillcroft (or Chimney Rock), S. Post Oak, Buffalo Speedway, and Fannin South P&R. Parking would be provided at all stations.

Alternative 2a - Alternative 2 with the Hillcroft/Airport alignment option: An option to Alternative 2 is to divert northward in the median of Hillcroft to Airport Blvd., where the alignment would turn onto Airport, and extend down the median of Airport Blvd. to Chimney Rock, where it would cross undeveloped land to run adjacent to the north side of UPRR. Additional ROW would be needed on the northwest corner of the US 90A/Hillcroft intersection, and the southeast corner of the Hillcroft/Airport intersection for the turn radii, and from Chimney Rock to the UPRR. A station could be possible on either Hillcroft or Airport.

Map of Build Alternative 2 and 2a

 

 

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