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samagon last won the day on December 11 2012

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  1. relevant story is relevant... https://jalopnik.com/hey-knuckleheads-want-to-pollute-less-stop-treating-1838262546 I would like to point out that this article is posted to an automotive enthusiast site, and it has references to very real published studies about induced demand. so it's not like this is some crackpot left wing climate change site, or some mass transit lovers site, it's car people.
  2. the type of place is what differentiates it. I can't speak to the 60s, but I can speak to the late 90s and today. I do think there's a link between the late 90s and today. this is the difference. the late 90s downtown... it was like, straight up meat market, get drunk, dance and hook up. the music is turned up so loud that there is no point in trying to even learn your partners name. there was nothing date night about any of those places. maybe it's just that I'm not looking for those places, but in downtown, places like this are very much in the minority now. the places that are there with a single goal of serving drinks, they are all a bit more sophisticated than dancing to electronic music and hooking up.. you can actually have a conversation with someone. they draw two different types of people. add to it that people like me who spent the better part of half a decade weekending around downtown in the early '00s we are familiar and comfortable downtown after dark. Now we have offices downtown, and after work we may stay late to wait for traffic to die down a bit before heading home. or we may take advantage of our parking contract to come out on a saturday night for dinner and drinks. and now there's living downtown also, so it's really a great timing of everything.
  3. does the road need to be 4 lanes wide (2 lanes for traffic and 2 lanes for parking?)? I don't live in the area, I don't drive on that road regularly, obviously you do and can provide some insight for the rest of us so we understand the needs of the area?
  4. just looking at the cross section of that photo, there are more pedestrians using the street than cars driving. I count 3 peds, and 2 moving vehicles. on top of that, cars parked on the street are a huge waste of space, plus they are easy targets for vandalism and theft. move the parked cars where they belong (inside a gate and in a parking space) and you cut down on theft, and can use the parking area in a more useful manner, ie: bike lanes and 5' wide sidewalks.
  5. With all the usefulness of a wet fart in a spacesuit. that's not fair, because on this diagram, it does show usefulness, you can turn left on Hamilton and then right on Pease. it will not be as convenient for local traffic as going straight on Bell is now, but it will be better than nothing. so yes, more useful than a wet fart in a spacesuit. so we're from 70% to 80% retention in connectivity. yay. also, I do apologize, my intent was not to provide misinformation, from the view I was looking at on this PDF http://www.ih45northandmore.com/docs11/10_NHHIP_Seg3_Overview_Layout_PH_1-1.pdf I wasn't zoomed in far enough on it to see arrows, all I saw was no direct way to get from Leeland to Bell, so I assumed that Leeland didn't offer a East to West connection.
  6. do I want to see the project not happen at all: - only if they don't improve local connectivity would I be happy with the project if it were changed to improve local connectivity: - not entirely, but as has been discussed, alternative transit options just aren't available in our state, so for all intent and purpose, sure, I'd be happy enough. there are some other fundamental problems I have with it, for instance, Clayton homes. I think TXDOT should be on the hook for building an equal amount of replacement low income housing. with the same closeness to downtown.
  7. that's kind of what I feel like responding is. but I'll try again, using different words to say the same thing, maybe it will help you understand my point? every street referenced other than those that are major thoroughfares, or collectors are not maintained for the same levels of traffic, anyone that lives in the area will tell you that. right now, as you pointed out, there are 14 ways to cross between east end and downtown. right now (and anyone who lives in the area will agree), there are 5 USEFUL ways to cross between east end and downtown. conveniently enough, they are the streets that COH has designated as major thoroughfares/collectors. future state, as you pointed out, there will be 15 ways to cross between east end and downtown. future state, (and anyone who lives in the are will agree), there will be 3.5 USEFUL (Leeland will be a one way crossing) ways to cross between east end and downtown. It is completely lost on me when someone says the area will be better connected because they have more crossings. 15 instead of 14 is a talking point that bears no reference to reality. fact of the matter is, they could reduce the overall number of connections, so long as they maintain, or increase the amount of USEFUL connections, which they have not done.
  8. oh no, it only reinforces what COH already states, and we should focus where COH focuses, which are on the major thoroughfares and collectors. do you think they just picked those roads for that designation because they had a hat with 14 street names and picked the first 4 they removed from the hat? if spur 527 were to be reconfigured and Westheimer had to be closed, would Avondale be a suitable replacement? I suspect you ignored that because you know the answer is what I already said. no. so why is it when Polk is going to be shut down that suddenly all these other roads are acceptable?
  9. you really have to. what do businesses use when going to a bank and getting a business loan for a specific location? They are going to use numbers generated from data that starts with what the city deems as major thoroughfares and collectors. what do developers use when deciding where to face the townhomes so they have the best selling features? They are going to base their decision on what the city deems as major thoroughfares and collectors. what does the city use when a business, or developers comes to them and wants to put in a driveway access? They city is going to use their own thoroughfares and collectors to decide where a business is allowed to have access. the city itself, they put in appropriate signaling and signage to manage the traffic that a major thoroughfare has. Lamar (and aside from McKinney every other non-major thoroughfare/collector) has stop signs at every other intersection. imagine if there were some plan to close Westheimer at Bagby because of an extension of spur 527, you're suggesting that people get on Avondale as a suitable alternative because it is a street that crosses Bagby. No, there is not a world (at least not the one I live in) where Avondale is a suitable solution. The same is true on the east end. so it's not as simple as pointing out there are 15 crossings under the new plan and only 14 under the old. to look at it from a different direction, let's review the 15 streets you mention. of them Lamar, McKinney, Walker, Rusk, Capitol, Preston, Congress and Runnels, they all stop immediately. GRB, BBVA, MMP. Now, find the streets that make it out to the railroad track before stopping. guess what you are left with at the end of the day? That's right, the streets that the city has deemed as their major thoroughfares and collectors. and no, I do not consider Pease, Jefferson and St Josephs, they are there 100% to collect people onto the freeway, and not to get people farther into the east end. if you consider them as access points for the east end, you are being disingenuous. so yeah, we can argue your opinions against my opinions of the other areas, and at the end of the day, it's opinion on the effect of beautification projects, or higher bridges, or removal of freeways, or adding cap parks. it's guessing, and a lot of that guessing is assuming someone fronts the money to pay for these projects. and I'm ok with your opinion, it doesn't change my opinion regarding the impact these change will have on their respective areas. the connectivity thing, there is no so much guessing. it's based on data.
  10. whether you try to soften the words by calling it an exacerbation of an existing disconnection, or a reduction in connectivity, it is a reduction in local connectivity. specific to downtown... on the east, you have Commerce, Franklin, Texas, Polk and Leeland these are major thoroughfares, or major collectors of the east end as designated by Houston https://www.houstontx.gov/planning/transportation/MTFPMap/MTFP_map_2018.pdf. Yes, there are other roads that cross 59. With the new freeway, you won't be able to access Bell from Leeland, and Polk is gone. direct connectivity will be reduced to 70% of current. sure, users will be able to turn onto the feeder at Polk and dodge exiting freeway traffic to get in the uturn lane, or maybe they continue straight to Capitol street. Or maybe I turn on Dowling or Hutchins to access Lamar. that's just trying to get into town. Point is, now people are going to be forced by txdot onto other smaller side streets that Houston hasn't maintained as a major thoroughfare, or a major collector. when you consider the growth of the east end over the past decade, and the growth potential, it makes this situation even worse. on the north end you can't really reduce connectivity any farther, there's 2 roads, you have Main and Elysian major thoroughfares. that is kept, but the psychological barrier that is created by the tall ramps and freeway, that's enough of a wall. have you seen some of the mockups of what the view is going to be from the north side looking south? it is atrocious, and absolutely a big keep out sign. meanwhile, on the west side there's talk of spending hefty dollars on a delicately beautiful bridge over Buffalo bayou, and let's not ignore that connectivity between Houston Ave and Allen Parkway is being added. so yeah, I can confidently say that while it is highly likely that no one planned on being racially biased, it's there. at the end of the day, I am not saying that the whole project needs to be scrapped, I'd love for all of this money to instead be spent on rail, or some other form of alternative transit, but that's not realistic. I am saying that the plan needs to be sent back to the design table to come up with creative ways to at the very least, keep or improve local connectivity along the entire corridor.
  11. it's weird, because I see less wrong with the rest of the route, and more wrong with what they are doing around downtown. I understand that part, accepting the status quo shouldn't be a thing though. It really just underpins how horrible the whole process is. I know it wasn't racially motivated, I even said as much, no one planned this to be more taxing on one race vs another, but it absolutely is.
  12. bottom line is, there is only one area that gains by having lanes removed, all other areas have to pay in a big way by having lanes added, and fabric of the neighborhoods taken, and connectivity reduced. if someone were to look at the geographical section of freeway being removed, and overlay that on where people of certain demographics live they could go so far as to say the downtown section of the freeway realignment is racially biased. freeway is being removed along the areas of the map near downtown that is green, and being added to the areas of the map that are blue and red. I am in no way suggesting that anyone in this thread is racist, and I am in no way suggesting that the people at TXDOT have intentionally biased this racially. what I am saying is that the downtown segment is bad in a really bad way.
  13. thank you, I can't say I agree with the points, but they are a response, rather than just showing one point to be invalid and ignoring everything else. I don't see a problem with his agenda of not liking freeways. I do agree that a better fleshed out argument that had more accurate data would be good. I also believe that when he makes an argument that it would probably be good to lay out that you don't just not build, you have to still invest in transportation, just of a different sort, aka, public transportation. maybe he assumes everyone knows that this is the only logical thing? I also very much agree that just because the TXDOT plan is what is there, doesn't mean it is in the interests of Houstonians, nor does it mean it can't be improved. Whether his methods are good or not, the very positive thing about what is happening is that more people are finding out about this and are getting a chance to speak on it. rather than the expansion just happening. If the only thing that comes from this is that TXDOT agrees to make changes to the plan that will: - increase local street surface mobility at least to what it is currently - increase local access to at least what it is currently - reduce the amount of land that is taken for this project I will say that Speck was successful.
  14. So because Houston is number 14 instead of 3, everything else he says it's invalid, and let's build that freeway and climb that ladder? Or are you just attacking his character where you can because his points are actually valid and you can't argue against them? I'm still waiting on someone to show his points to be invalid without attacking his character, or a random stat. Sure, he might be a sleezeball with an agenda (still trying to figure out what that agenda is, other than a better place to live).
  15. Well, I think what's being said is that because we aren't number 4 on the list, we need to build more freeways, so we can be number 4 on the list.
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