Houston19514
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Posts posted by Houston19514
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International Traffic Report:
OCTOBER 2023:
Houston:
- Bush Intercontinental: 920,833 (up 18.3% from 2022)
- Hobby International: 61,440 (down 2.2% from 2022)
- Houston Total: 982,273
- DFW: 921,351 (up 8.3% from 2022)
- San Antonio: 53,159 (up 32.3% from 2022)
2023 YTD through October:
- Bush Intercontinental: 9,627,297 (up 23.3% from 2022)
- Hobby International: 826,186 (up 8.0% from 2022)
- Houston Total: 10,453,483
- DFW: 9,245,649 (up 14.9% from 2022)
- San Antonio: 497,430 (up 8.7% from 2022)
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Another Terminal B Transformation rendering:
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1 hour ago, strickn said:
I assume that funky airframe is the new flivver to Meow Wolf?
🤣 Actually, I think it's one of the electric air taxis. Other renderings show landing spots for at least 4 on the roof of the addition to the Terminal B Central Processor
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21 hours ago, MaxConcrete said:
While Houston-to-Dallas high speed is uncertain and seems very unlikely to be built, NCTCOG is continuing its study of extending it from Dallas to Fort Worth.
Recent updates on the study web site show around 10 miles of tunnels on the alignment along I-30, about 7 miles in Arlington and 3 miles leading into downtown Fort Worth. In addition, the Arlington station is slated to be underground.
At Thursday's NCTCOG meeting, a Dallas representative demanded that Dallas also get a tunnel, which would be super expensive if it goes under the Trinity River.
Of course building tunnels is ridiculously expensive in the United States, probably at least $500 million per mile. A transit tunnel in Austin was canceled when the cost was estimated at $1 billion per mile. I assume there will be a new cost estimate for the Dallas-to-Fort Worth section at the end of the study in about a year, and I'm sure it will be shockingly high.
All this proposed tunneling seems like a poison pill to me. It will escalate the project cost out of control and make it financially infeasible. This study by NCTCOG is almost surely a moot exercise, but a good source of revenue for consultants.
What an insane waste of money (and I'm just referring to the million-dollar "study", not the even-more-insane idea of building high-speed rail between Dallas and Fort Worth). For a tiny fraction of the cost, they could add trackage to the already-existing TRE, allowing for express trains connecting Dallas and Fort Worth. Done. Years earlier; and actually affordable.
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On 12/13/2023 at 4:05 PM, Triton said:
Yup, we are losing connection on the Northside. The main route my son will need to take to get to his elementary school on the other side of the highway is being taken away. With that gone, I just hope we remain zoned to that school.
I presume you are referring to North Street. Per the most recent updates from TXDoT, they are evaluating a potential pedestrian bridge over North St.
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2 hours ago, shasta said:
An uninspired glass box on the doorstep of downtown Houston...Yay!
Come on, Hines!
I don't think it's fair to blame Hines. I know the Chron said it is being developed by Hines, but, you know... the Chron...
I'm pretty sure Hines is not the "developer" in the sense of owning it or being responsible for choosing the architecture. I think Hines is managing the project for SCI (one of the many ways Hines makes money). I guess it's too much to expect the local newspaper's business writers to be aware of that.
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On 12/12/2023 at 11:53 AM, gene said:
IF they can make a couple of medians in that lot with trees (or something) it will at least look a little better...i am just hoping it isn't just a giant surface lot...
City requirements: Parking lot trees – each parking space must be within 120 feet of a parking lot tree or street tree. One tree for every 10 spaces is required. At least one-half of the parking lot trees will be large parking lot trees (as listed on the parking lot tree list).
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20 hours ago, __nevii said:
Okay, now I'm starting to to see what posters like @monarch mean when they talk about "Austin and Dallas eating Houston's lunch:"
https://candysdirt.com/2023/12/06/dallas-zoning-committee-inches-closer-to-eliminating-minimum-parking-requirements/
Although it should be stated that there's lots of misunderstaning pertaining to these issues — not just from the suburbanites, but even many of the "urbanists" I've seen all across other sites.And it also should be stated that until very recently (as in, last month), Houston was way ahead of Dallas and Austin (and for the moment remains ahead of Dallas) with regard to eliminating minimum parking requirements. Houston has not had minimum parking requirements Downtown for many years; both Dallas and Austin did (and Dallas stil does); and Houston expanded that beyond downtown in the last couple years.
In a related thought: I hope someone will alert us when they see a significant development in any of these cities that provides fewer parking spaces than would have been required under their prior parking requirements.
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15 minutes ago, samagon said:
you can find plenty of commentary from people who live in the east end in this thread (and not just me) about how this will affect connectivity, no need to get in and rehash all of that now.
to compare this realignment/expansion (whatever you want to call it), it differs from the Katy project in that all existing methods of getting from one side of the freeway that existed prior to that project, still exist today (aka, local connectivity). Post Oak, Silber, Antoine, etc. the through streets were there before the expansion, and they are there today. connectivity was not lost, and in some instances, it was made even better.
this is not the case for segment 3 realignment through downtown. not just a problem for the east end. 3rd ward, 5th ward, near northside, all negatively impacted from a connectivity perspective. again, you can skim the thread for the details on how connectivity is being broken further by this project, and why it matters for all of the communities around downtown, no need to re-submit.
I'll grant, I haven't looked at the recently updated drawings to see how they've updated for the better, so maybe I'll be pleasantly surprised when I dig in, but I doubt I will.
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Just curious . . . why would there be space for a "visiting team" in a practice facility?
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21 hours ago, hindesky said:
Saw this crew of core drillers on St. Emanuel St. at Polk St., asked if they knew what it's for they said for storm sewers and drainage. I had to tell what it's going to be, the new feeder road for the IH 45 realignment.
What the crew is working on has little to do with St. Emanuel St's future as a feeder road for the freeways. What they are working on is Package #1 of Segment 3B, the first project to kick NHHIP construction. Package #1 will install a 12' x 12' box culvert beneath St. Emanuel Street, along with a pump station, drainage outfall to Buffalo Bayou and a detention pond; followed by the reconstruction of St. Emanuel Street.
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12 minutes ago, kennyc05 said:
I still kinda wish they would just make it one big as cap like the Eado one .
I think that would require mechanical ventilation, which in turn would require more right-of-way.
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32 minutes ago, kennyc05 said:
Oh okay nice! I'm glad they're larger than what they originally planned for!
Indeed, and the funding is being put together for the finishing of the tops of the caps, both the Midtown/Museum District caps and the Downtown/Eado cap.
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1 hour ago, kennyc05 said:
It's the fourth picture down.
You misunderstand the picture. Those cap extensions are being incorporated into the plan for construction as the project is done, not put off to the future. They just have to do additional enviro studies to make the changes to the plan.
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At the Houston Airports, one has the option of taking a paper ticket or inserting a credit card and then using the same credit card to exit. Personally, I love the credit card option.
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9 hours ago, kennyc05 said:
I'm intrigued about those future cap extensions they might as well just build the Caps already extended 😵💫😵💫😵💫
What future cap extensions are you referring to?
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Rendering of United’s plans for Terminal B at George Bush Intercontinental.-
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Facts can be stubborn things:
1) United has made it very clear their use of Terminal D will be focused on the west side of the new West pier.
2) United already has a club situated at that pier.
Will they make use of other gates in Terminal D from time to time? I imagine so, but probably a lot less once Terminal B is complete. And probably not with enough frequency for a second club serving Terminal D to make any sense.
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I missed the edit window. It occurred to me after typing the above post, that it's very possible the old C-North (D-West) club may not need expansion, once the "largest in the system" club is open in Terminal B. In any event, I think we can count on a big remodel.
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However it came about, United indeed has a contractual claim to preferential rights to use those 3 (6) gates, so one imagines those will be the Terminal D gates they primarily use. (It's a little odd to say their preferential rights have nothing to do with the gates in D West, when the preferential rights are specifically for those gates.) There is also little doubt that the bulk of their international arrivals will continue to be run through Terminal E (and as mentioned in our earlier discussion; they may be able to shift purely domestic flights to Terminal B, freeing up additional capacity for international flights in Terminal E).
Also, I guarantee they will remodel (and maybe expand) the existing C-North (D West) club. Not sure why THAT is so hard to understand. I AM surprised they haven't undertaken the remodel, but I imagine they are waiting until they have the additional capacity of the "largest in the system" club in Terminal B, to which, by the way, C-North gate passengers will have easy access.
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On 11/15/2023 at 12:08 PM, mattyt36 said:
United and HAS jointly released this summary of the Terminal B redevelopment project today.
The middle pier of B-South to be demolished with parking positions added in the "bottom of the U" between the east and west piers. It doesn't look to me from the renderings that they intend to redo the piers, so I guess there will be no individual holdrooms and loading bridges up from the apron level like with Southwest in A. Security will now be on a level above the ticketing level, I believe in an entirely new building. I'm sure the new club will be between the two new piers. As drawn, they look a little more "flavorful" than "New C North." $2 billion is a pretty big chunk of change, so good for them.
United, Houston Airport System Invest more than $2B in Terminal B Transformation
The rendering attached to the linked story is interesting. It appears to show ticketing on the ground floor. The initial renderings and presentation made it look like ticketing was upstairs, as it is now, but that the drop-off area was on the ground level. For sure the departing passenger drop-off lanes are on the ground level, rather than on elevated ramps as they are currently in A, B and C. The central processor building will be about 1/2 new building and 1/2 remodeled building. It's going to be fun watching more details roll out.
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On 11/15/2023 at 12:08 PM, mattyt36 said:
United and HAS jointly released this summary of the Terminal B redevelopment project today.
It will, as suspected, include a new United Club, which will be the new largest in the system. That said, I remain surprised they won't have one in Terminal D for purely competitive reasons.
It looks like United's use of Terminal D will primarily be in the new D West pier I surmise that because that is the only part of Terminal D for which United has claimed preferential rights -- the three gates on the west side (or 6, depending if you count Wide-Body gates or narrow-body equivalents). There is already a United Club at the base of that new pier (formerly known as the C North Club -- perhaps they will rename it as the Terminal D Club.
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1 hour ago, Twinsanity02 said:
Does anyone know how the Hardy toll road extension to downtown (if ever built) will connect to all this?
Hard to describe in a meaningful way, but you can see it in the interactive map here.
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Archbishop Fiorenza Plaza - 1111 Pierce Street (Former 1911 Co-Cathedral of the Sacred Heart)
in Downtown
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Not hindesky's fault; he accurately quoted Community Impact. This is another example of why one should never trust a journalist to do math, or for that matter, to write an intelligible article. They start by telling us it is a "60,000 square foot memorial plaza" by which they apparently meant "parking lot". Then later they tell us that the "plaza" [parking lot] includes 6,000 square feet of "public gathering and tribute space" (i.e., the memorial plaza).