POST OAK BOULEVARD DEDICATED BUS LANES PROJECT

POST OAK BOULEVARD DEDICATED BUS LANES PROJECT January 2015

Uptown Dedicated Bus Lanes project Post Oak Boulevard Uptown Employees by Zip Code Number of Employees by Zip Code 750 to 999 500 to 749 300 to 499 200 to 299 100 to 199 99 or less Park & Ride Corridors Park and Ride Lots The challenge Uptown Houston is a leading economic driver of the City of Houston and the largest business center in the nation outside of a traditional downtown. The greatest challenge facing Uptown is the lack of effective commuter transit service. Uptown s 80,000 employees simply have no commuter transit options, and the lack of service is a detriment to the growth of this highly successful area. Houston has an excellent commuter bus service on its comprehensive HOV network. This network effectively penetrates the heart of the suburban communities in which most of Uptown s employees live. The plan Uptown Houston has a plan, the Uptown Dedicated Bus Lanes Project, which is designed to get these employees to and from work using Houston s highly successful busway system. Uptown Houston proposes to rebuild Post Oak Boulevard into an exquisitely designed Grand Boulevard while preserving existing automobile access, substantially improving transit service and creating a beautifully landscaped pedestrian environment.

Bus Shelter Post Oak Boulevard KATY Uptown Dedicated Bus Lanes Project NORTHWEST TRANSIT CENTER 10 PROPOSED WEST LOOP (I-610) ELEVATED DEDICATED BUS LANES Connection to katy/us 290 Park and Ride Lots The Project taps into the existing US 290 and IH-10 Katy Freeway HOV lanes, allowing employees to use Park and Ride lots along these corridors. Post Oak Boulevard Dedicated bus lanes Uptown Houston will build Dedicated Bus Lanes in the median of a newly expanded and reconstructed Post Oak Boulevard from IH 610 to Richmond. 610 UPTOWN HOUSTON POST OAK BOULEVARD DEDICATED BUS LANES 59 BELLAIRE/ UPTOWN TRANSIT CENTER Connection to US59/westpark By constructing the Bellaire / Uptown Transit Center, the Project will tap into the existing Westpark Tollway and Southwest Freeway HOV lanes, allowing employees to use Park and Ride lots along these corridors. The plan Would For more information on the Uptown Dedicated Bus Lanes Project, visit www.uptown-houston.com, like us on Facebook and follow us on Twitter. @UptownHouston /UptownHoustonTX 1. Preserve 6 existing auto traffic lanes 2. Preserve all signalized left turn lanes 3. Maintain existing signal operations 4. Add Dedicated Bus Lanes 5. Remove buses from general traffic lanes 6. Enhance pedestrian access 7. Preserve Boulevard s oak trees

Post Oak Boulevard Dedicated Bus Lanes Project Post Oak Boulevard Traffic Study Third Party Review By Walter P. Moore and Associates, Inc. Walter P. Moore has completed an independent review of the analysis of the proposed Post Oak Boulevard Improvements included in the Uptown Houston Transportation Plan prepared by Gunda Corporation and has conducted a study of three improvement scenarios for Post Oak Boulevard. Based on their review and analysis, Walter P. Moore concluded that the proposed Dedicated Bus Lane option provides the best long term solution for reducing traffic congestion in the Uptown Houston area. This conclusion was based upon their findings that a major transportation issue in the area is congestion along IH-610. No matter the number of improvements made within Uptown Houston on Post Oak Boulevard or east / west thoroughfares, vehicles will still be caught in long queues along the IH-610 frontage roads and main lanes trying to reach their ultimate destinations. The only effective solution is to provide an alternative to individuals driving alone by creating a transit system that is attractive (proving reliable, frequent service) to residents, employees, and visitors of Uptown Houston, as proven in Downtown Houston where approximately 32% of commuters use transit. Review of Retail Impact Report Jose Luis Nueno produced a report which opined that the proposed Post Oak Boulevard Dedicated Bus Lanes Project would negatively impact retail activities in the area. In response, Uptown commissioned William Whitney, Ph.D. to conduct an in-depth review of the assumptions, analysis and conclusions of Mr. Nueno s report. Dr. Whitney received his Ph.D. from the Graduate School of Management, University of California Los Angeles in Urban Land Economics (1975). He served as a Principal with Arthur Andersen for nine years, the last three years headquartered in their London office. His duties with Andersen included the establishment of Andersen s real estate consulting practices in Southern California and the Asia Pacific Region, then re-locating to England and serving as a resource to Andersen s European and Middle East Real Estate and Hospitality consulting practices. He is also a contributing author to ULI s recent publication, Retail Development, 4th Edition. Dr. Whitney concluded, A comparison with other existing and proposed DBL / BRT programs suggests that the Uptown DBL / BRT is perhaps the most responsive yet in terms of taking steps in its design and execution that should minimize negative impacts on the local retail community during the development period. John Fransen, Vice President, The Hahn Company, and active with the International Conference of Shopping Centers, the Urban Land Institute and a consultant focused on improving retail in Houston s downtown stated, In his executive summary, Professor Luis Nueno issues sweeping, definitive predictions resulting in a drop in sales of 50% to 60% that will force closure of most retailers. He would like the reader of his report to buy into his extreme argument either no construction and status quo (his position) versus a straw man

argument he has created a worst case construction nightmare scenario where most retailers are forced to close. This is just not a believable position. Alexander Garvin, M. Arch., M.U.S, Adjunct Professor, Yale, Vice President, Lower Manhattan Development, Corporate Deputy Commissioner, New York City and author of the book, The American City: What Works, What Doesn't, concludes, The planned investments in Post Oak Boulevard will increase the street s carrying capacity and, with the increase in the number of people on the street, increase property values and generate further private investment far in excess of what will be spent on improvements to the public realm. In addition to these international experts, local retailers who have successfully served the Houston retail market for decades support the Dedicated Bus Lanes Project, including: Ed Wulfe with BLVD Place; The Galleria; Kendall Miller with Tanglewood Corporation s Post Oak Shopping Center; Weingarten s Centre at Post Oak and Richmond Square; and AmREIT s Uptown Park. Harris County Appraisal District Property Values for Properties to be Acquired In order to understand the cost of acquiring properties along Post Oak Boulevard for the proposed Dedicated Bus Lanes Project, the Harris County Appraisal District (HCAD) valuations were compiled as follows: 2014 Average Total Est. HCAD Values Sq. Ft. to Total Values Per Sq. Ft. Be Acquired Values Preliminary Noticed $ 133 per sq. ft. 152,000 sq. ft. $ 20.50 M Protested $ 127 per sq. ft. 152,000 sq. ft. $ 20.10 M Transit Demand Forecast Transit ridership forecasts were developed using a set of computer models developed over a 40 year history by H-GAC / TxDOT / METRO, which have been continually updated, calibrated and refined. The population, employment and land use forecasts were based on H-GAC data sets. The forecasting effort combined a multi-agency task force, including H- GAC, TxDOT, TTI, METRO and Uptown. METRO s modeling consultant performed the detailed analysis. The information was accepted by HGAC s Transportation Planning Committee, Federal Transit Administration and Federal Highway Administration. Projected ridership will range from 15,000 20,000 in 2018 and 20,000 to 28,000 in 2035. Overall, ridership estimates were conservative with only 8 10% of the employees using transit, but even at this level of ridership, the Dedicated Bus Lanes Project will carry the equivalent of 3 4 additional lanes of automobile traffic. Land Owner Support for Dedicated Bus Lanes Project Land owners representing more than 70% of the retail linear footage along Post Oak Boulevard support the Dedicated Bus Lanes Project. Land owners of all land uses representing approximately 60% of the linear feet along Post Oak Boulevard support the Project.

Post Oak Boulevard Dedicated Bus Lanes Project Construction Phasing Effectively managing the construction of the Post Oak Boulevard Dedicated Bus Lanes Project is the primary and perhaps most important near term objective to the ongoing operations of Uptown private sector businesses. TIRZ #16 (Uptown Houston) has a long and successful history of constructing projects in the area in a manner that successfully maintains a vibrant business environment and the timely completion of projects. When work begins on Post Oak Boulevard, active construction segments will maintain a minimum of two lanes of traffic in each direction and all turning movements at intersections during peak periods on weekdays. Non active construction segments will maintain the current three lanes in each direction including all turning movements at intersections. Driveway access will be maintained at all times with the cooperation of the property owners. Uptown Houston plans to construct the project in manageable segments as follows: North: West Loop to San Felipe Middle: San Felipe to Westheimer South: Westheimer to Richmond Project construction will be appropriately phased to ensure acceptable traffic operations, business access and prudent and timely completion of the project. Typical Construction Phasing

TABLE OF CONTENTS I. Post Oak Boulevard Traffic Study Third Party Review by Walter P. Moore and Associates, Inc... Tab 1 II. Analysis of Nueno Retail Report by William H. Whitney, Ph.D.... Tab 2 Analysis of Nueno Retail Report William H. Whitney, Ph.D. Bio Summary Analysis of Nueno Retail Report Executive Summary / Full Report III. Harris County Appraisal District Property Values for Property to be Acquired for Dedicated Bus Lanes Project... Tab 3 Summary Property Values Memorandum Deal Sikes and Associates Uptown Post Oak Boulevard HCAD Tax Values Chart IV. Demand Forecasts... Tab 4 V. Post Oak Boulevard Project Land Owner Support... Tab 5 VI. Real Estate Acquisition... Tab 6 Summary Real Estate Acquisition Guidelines Real Estate Acquisition Guidelines

POST OAK BOULEVARD TRAFFIC STUDY THIRD PARTY REVIEW BY WALTER P. MOORE AND ASSOCIATES, INC.

Post Oak Boulevard Traffic Study Third Party Review By Walter P. Moore and Associates, Inc. Walter P Moore has conducted an independent study of three improvement scenarios for the Post Oak Boulevard corridor, considering bus lane options. Based on our review and analysis, the proposed Dedicated Bus Lane option provides the best long term solution for reducing traffic congestion in the Uptown Houston area. CURRENT CONDITIONS Uptown Houston is one of the top three highest density areas within Houston; however, it is the most underserved, by far, when it comes to transit routes. There is already significant traffic congestion in Uptown Houston with many of the major intersections operating at poor levels of service. Uptown Houston, the City of Houston, the Harris County Toll Road Authority, METRO, and the Texas Department of Transportation have made many transportation infrastructure and roadway improvements over the past 30 years to address congestion issues. While these transportation infrastructure improvement projects and programs have been important for mobility in the Uptown Houston area, they will not be able to support the future vehicle demand of the area. A major transportation issue in the area is congestion along IH 610. No matter the number of improvements made within Uptown Houston on Post Oak Boulevard or east/west thoroughfares, vehicles will still be caught in long queues along the IH 610 frontage roads and main lanes trying to reach their ultimate destinations. SOLUTIONS The only effective solution is to reduce the number of single occupancy vehicles in the area. This can be achieved by creating a transit system that is attractive (proving reliable, frequent service) to residents, employees, and visitors of Uptown Houston, as proven in Downtown Houston where approximately 32% of commuters use transit. Bus service is currently provided in mixed-flow along Post Oak Boulevard, but is under-utilized because it does not provide a significant time benefit to potential users. A dedicated bus lane (DBL) providing faster travel times to Uptown Houston destinations would give drivers an incentive to change modes of travel. TRAVEL TIME The bus travel time in mixed-flow is much higher than vehicle travel time. This will not encourage drivers to get out of their vehicles and into buses. The Dedicated Bus Lane scenario (see Table 1, Scenario 2) has the shortest travel time for both vehicles and buses compared to the other scenarios. In addition to shorter travel times, commuters will have added time available for work or relaxation during bus rides. This type of bus service will be more reliable and will attract more people, which results in fewer vehicles on the roadway and improved mobility.

Post Oak Boulevard Traffic Study Third Party Review By Walter P. Moore and Associates, Inc. Page 2 Table 1: Post Oak Boulevard Travel Time Comparison (between IH 610 and Richmond), PM Peak Hour Scenario 1 Time Savings 2 Time Savings 3 Year 2035 Between 2035 Between 2035 Bus in Scenario 2 Scenario 2 and Scenario Dedicated Bus POB Bus Mixed-Flow and Scenario Bus in Mixed-Flow (curb lane) 1 Lane (median lane) 3 (curb lane) POB Lanes 3/3 3+1/3+1 4/4 Travel Time - NB (Vehicles) 27.5 min 29% 19.4 min 26% 22.4 min Travel Time - NB (Buses) 31.0 min 46% 16.6 min 43% 29.2 min Travel Time - SB (Vehicles) 16.0 min 28% 11.6 min 15% 15.9 min Travel Time - SB (Buses) 22.6 min 46% 12.3 min 44% 22.0 min The travel times between Uptown and two suburban communities, Katy and Sugar Land, were also reviewed. The dedicated bus lane on Post Oak Boulevard, in combination with managed lanes on IH 610/IH 10 and US 59, result in a significantly shorter travel time for commuters to the Katy area and commuters to Sugar Land also experience a shorter travel time when riding transit. Table 2: Commuter Time Savings Destination Time Savings % Time Katy 39% 20 minutes Sugar Land 31% 9 minutes EAST-WEST STREETS In addition to significant travel time benefits on Post Oak Boulevard, a dedicated bus lane will also reduce traffic on the east-west thoroughfares thus reducing traffic at the IH 610 interchanges by removing single passenger vehicle trips. The volumes east of Post Oak Boulevard on San Felipe, Westheimer, and Richmond west of IH 610 will all be reduced by approximately 4% due to increased transit ridership resulting in a decrease in single passenger vehicle travel. The traffic volumes east of Post Oak Boulevard on W. Alabama are expected to be reduced by approximately 10%. This reduction in traffic will provide additional relief at the IH 610 interchanges. ACCESS TO BUSINESSES AND RESIDENTIAL DEVELOPMENTS In the proposed configuration of Post Oak Boulevard, right-turn in and out movements to and from adjacent properties will operate the same as they do today. Left-turns into sites will have a protected left-turn signal, and likewise, left-turns out will also have a protected movement relative

Post Oak Boulevard Traffic Study Third Party Review By Walter P. Moore and Associates, Inc. Page 3 to Post Oak Boulevard traffic. This insures the ability to make left-turns in and out of developments even during the highest congested times along Post Oak Boulevard. As vehicle traffic volumes continue to grow along Post Oak Boulevard it will be more important for property access points to have traffic signals for left-turn and U-turn movements along Post Oak Boulevard. Based on the review of existing access points, it is believed that the access management improvements implemented over the last 30 years along Post Oak Boulevard, and those proposed as part of the Post Oak Boulevard reconstruction project, will enhance ingress/egress access to adjacent properties due to the installation of traffic signals providing protected left-turn movements as well as transportation capacity and management improvements. ACCESS TO BUSINESSES AND RESIDENTIAL DEVELOPMENTS DURING CONSTRUCTION The development of traffic control and access plans associated with construction within public rights-of-way of the City of Houston is controlled by the Department of Public Works and Engineering (COH-PWE). The City of Houston has minimum standards for traffic control with special considerations for major roadways such as Post Oak Boulevard. Construction activity is typically limited to off-peak hours and the maximum number of lanes possible are required to remain open. CONCLUSION We have completed our review of the analysis of the proposed Post Oak Boulevard Improvements included in the Uptown Houston Transportation Plan prepared by Gunda Corporation and we have conducted an independent study of three improvement scenarios for the Post Oak Boulevard corridor. Based on our review and analysis, the proposed Dedicated Bus Lane option provides the best long term solution for reducing traffic congestion in the Uptown Houston area. Interim Review Only Document Incomplete: Not intended for permit or Construction Engineer: Edwin C. Friedrichs, P.E. P.E. Serial No. 50573 Date: January 5, 2015 Walter P. Moore and Associates, Inc. TBPE Firm Registration No. 1856

CONTENTS Introduction... 1 Current Conditions... 1 Solutions... 3 Analysis Methodology... 3 Analysis Scenarios... 4 Dedicated Bus Lane... 5 Findings... 5 TAB ONE: TAB TWO: TAB THREE: TAB FOUR: Traffic Volumes Growth Projections Traffic Analysis Dedicated Bus Lane Schematic Post Oak Boulevard Traffic Study Page i

LIST OF FIGURES Figure 2-1: Traffic Analysis Zones LIST OF TABLES Table 1: Post Oak Boulevard Travel Time Comparison Table 2: Commute Travel Time Comparison Table 1-1: PM Peak Hour Traffic Volume Comparison at Major Intersections Table 2-1: H-GAC Population and Employment Data Table 2-2: Station Passenger Activity Table 2-3: Ridership Forecasts Table 3-1: Level of Service Criteria for Signalized Intersections Table 3-2: PM Peak Hour Level of Service and Delay Comparison Post Oak Boulevard Traffic Study Page ii

INTRODUCTION The purpose of this study is to determine the effect of the proposed Dedicated Bus Lane (DBL) project on future vehicular travel along Post Oak Boulevard. Three scenarios for transportation improvements along Post Oak Boulevard were considered. In addition, the access points to area businesses along Post Oak Boulevard were reviewed to determine improvements or impacts on ingress/egress due to the DBL project. CURRENT CONDITIONS Uptown Houston is one of the top three highest density areas within Houston; however, it is the most underserved, by far, when it comes to transit routes. There is already significant traffic congestion in Uptown with many of the major intersections operating at poor levels of service. At the San Felipe, Westheimer, W. Alabama, Hidalgo, and Richmond intersections, the northbound right turn and southbound left turn volumes are very high since vehicles are trying to access IH 610 especially in the PM peak hour. Most of these turning movements already have long, dual turn bays to try to accommodate the large traffic volumes. Uptown Houston, the City of Houston, the Harris County Toll Road Authority, METRO, and the Texas Department of Transportation have made many transportation infrastructure and roadway improvements over the past 30 years to address congestion issues. These improvements include: Freeway Improvements o IH 610/IH 10 Direct Connectors o IH 610/US 59 Direct Connectors o IH 610 Braided On/Off Ramps o Extension of Post Oak Boulevard Southbound as IH 610 Southbound Frontage Road under US 59 o Extension of Northbound IH 610 Frontage Road under US 59 o Construction of Westpark Tollway Connection Improvements o Westpark Tollway at Post Oak Boulevard and Sage o Widening East/West Thoroughfares Richmond Westheimer San Felipe o New East/West Public Roadways Hidalgo Street, IH 610 Exit and extension to Chimney Rock Post Oak Boulevard Traffic Study Page 1

o o W. Alabama connection to IH 610 North/South Public Roadways Widening of McCue Street from Westheimer to Chevy Chase Extension of S. Post Oak Lane from San Felipe to Ambassador Way Conversion of Private Drives to Public Streets Guilford Court Ambassador Way Chevy Chase In addition to adding capacity via new roadway lanes or transit, capacity can often also be added through transportation system management improvements. Examples of Transportation Systems Management (TSM) include: Access management Smart traffic signals Incident management Flexible work hours Carpool/vanpool programs Traffic management center Many businesses in Uptown Houston have already implemented TSM improvements such as flexible work hours to distribute some of the traffic loads to off-peak time periods so that employees do not have to endure long travel times to and from work. Some employees also choose to carpool to their place of employment, but this does not result in significant decreases of traffic volumes. While these transportation infrastructure improvement projects and programs have been important for mobility in the Uptown Houston area, they will not be able to support the future vehicle demand of the area. Even if residential, retail, and commercial developments in Uptown grow at a slower rate, traffic volumes will continue to grow as more traffic passes through the area unrelated to Uptown. A major transportation issue in the area is congestion along IH 610. No matter the number of improvements made within Uptown Houston on Post Oak Boulevard or east/west thoroughfares, vehicles will still be caught in long queues along the IH 610 frontage roads and main lanes trying to reach their ultimate destinations. Post Oak Boulevard Traffic Study Page 2

SOLUTIONS Several solutions have been considered to address future congestion. One option would be to widen Post Oak Boulevard by adding one lane in each direction. This results in a slight improvement; however, the access issues at IH 610 significantly limit the effectiveness of the added lane and ultimately the demand will exceed this one lane of added capacity. The only effective solution is to reduce the number of single occupancy vehicles in the area. This can be achieved by creating a transit system that is attractive (proving reliable, frequent service) to residents, employees, and visitors of Uptown Houston, as proven in Downtown Houston where approximately 32% of commuters use transit. Bus service is currently provided in mixed-flow along Post Oak Boulevard, but is under-utilized because it does not provide a significant time benefit to potential users. A dedicated bus lane (DBL) providing faster travel times to Uptown Houston destinations would give drivers an incentive to change modes of travel. This would be enhanced if these buses could travel on IH 610 in an exclusive, elevated lane to reach the Northwest Transit Center or continue traveling on the IH 10 managed lanes. ANALYSIS METHODOLOGY The following is a summary of the overall methodology for the analysis conducted as part of the study. 1. Traffic Volumes Historical and current data were compared and summarized in order to develop baseline volumes to use in the existing conditions model. See Tab One for further explanation and data. 2. Projection Validation and New Projections Previous studies as well as the Houston- Galveston Area Council (H-GAC) travel demand model were reviewed for use in generating traffic projections, transit ridership projections, and development patterns. It was determined that a 1% annual growth rate was appropriate for this study. See Tab Two for further explanation of growth projections. 3. VISSIM Modeling Analysis was conducted for five conditions: Existing (2014), Background (2035), and three proposed bus scenarios (2035). The conditions are described further in the next section of the report. See Tab Three for modeling details and output. 4. Level of Service and Travel Time Comparison The results of the analysis for each scenario were compared to determine overall findings of the study. Post Oak Boulevard Traffic Study Page 3

ANALYSIS SCENARIOS Five conditions were modeled as part of this study. The five cases are described below: Base Case This model includes existing 2014 conditions such as existing traffic volumes, traffic signal timings, and lane configurations. Future Conditions This model uses traffic volume projections for 2035 assuming no changes in existing transit service. Scenario 1 This model considers the addition of Bus Rapid Transit in mixed-flow traffic along Post Oak Boulevard. Post Oak Boulevard would continue to have three lanes in each direction; however, the bus would share the curb lane with passenger vehicles. The 2035 traffic volume projections were used. Scenario 2 This model considers dedicated lanes for Bus Rapid Transit located in the current median of Post Oak Boulevard. The 2035 traffic volume projections were adjusted to account for transit usage. The transit reduction assumes that buses will be able to travel in an exclusive, elevated bus lane on IH 610. Scenario 3 This model considers the addition of Bus Rapid Transit in a new bus lane on Post Oak Boulevard. The cross section of Post Oak Boulevard would add a fourth lane in each direction that would be used for buses and right turning vehicles only. The 2035 traffic volume projections were used. Post Oak Boulevard Traffic Study Page 4

DEDICATED BUS LANE Currently, Uptown Houston is planning for dedicated bus lanes along the existing median of Post Oak Boulevard. A preliminary schematic of the dedicated bus lanes and stations, developed by Gunda Corporation and dated June 30, 2014, was referenced in this study specifically for the station locations and intersection configurations. It was assumed that in all three bus lane scenarios the stations would be located roughly where they are shown on the plans along Post Oak Boulevard. The schematic alignment can be found under Tab Four. FINDINGS Based on the results of the traffic modeling, the added growth of traffic between 2014 and 2035 will increase congestion along Post Oak Boulevard. The addition of dedicated bus lanes on Post Oak Boulevard will significantly improve both vehicle and transit operations along the corridor by removing single occupancy vehicles from the area. TRAVEL TIME Expected travel times were calculated for vehicles and buses in each scenario described in the ANALYSIS SCENARIOS section of this report. Table 1 below shows the travel time for vehicles and buses between Richmond and IH 610 along Post Oak Boulevard. The model included one bus every five minutes in each direction on Post Oak Boulevard or twelve buses an hour. As can be seen in Table 1, due to congestion along the corridor, only a portion of the buses could travel the full length of the corridor in an hour in mixed-flow in Scenarios 1 and 3; four and six respectively for northbound traffic and six and eight for southbound traffic. In addition, the bus travel time in mixed-flow is much higher than vehicle travel time. This will not encourage drivers to get out of their vehicles and into buses. The Dedicated Bus Lane scenario, Scenario 2, has the shortest travel time for both vehicles and buses compared to the other scenarios. Approximately ten buses in each direction are able to travel the corridor in an hour. In addition to shorter travel times, commuters will have added time available for work or relaxation during bus rides. This type of bus service will be more reliable and will attract more people, which results in fewer vehicles on the roadway and improved mobility. Post Oak Boulevard Traffic Study Page 5

Table 1: Post Oak Boulevard Travel Time Comparison (between IH 610 and Richmond), PM Peak Hour Scenario 1 Time 2 Time 3 Year 2035 Savings 2035 Savings 2035 Between Dedicated Between Bus in Mixed-Flow Scenario 1 Scenario 3 Bus in Mixed- POB Bus Bus Lane (curb lane) and and Flow (curb lane) (median lane) POB Lanes 3/3 Scenario 2 3+1/3+1 Scenario 2 4/4 Travel Time - NB (Vehicles) 27.5 min 29% 19.4 min 26% 22.4 min Travel Time - NB (Buses) 31.0 min 46% 16.6 min 43% 29.2 min Number of Buses - NB 4 9 6 Travel Time - SB (Vehicles) 16.0 min 28% 11.6 min 15% 15.9 min Travel Time - SB (Buses) 22.6 min 46% 12.3 min 44% 22.0 min Number of Buses - SB 6 10 8 The travel times between Uptown and two suburban communities, Katy and Sugar Land, were also reviewed. As can be seen in Table 2, the dedicated bus lane on Post Oak Boulevard, in combination with managed lanes on IH 610/IH 10 and US 59, result in a significantly shorter travel time for commuters to the Katy area and commuters to Sugar Land also experience a shorter travel time when riding transit. Travel times were calculated using METRO managed lane speed records. Table 2: Commuter Travel Time Comparison, PM Peak Hour Origin-Destination Katy: Post Oak Boulevard (between San Felipe and Westheimer) to SH 6 via IH 610 and IH 10 Sugar Land: Post Oak Boulevard (between San Felipe and Westheimer) to Williams Trace via US 59 Travel Time (vehicle) Travel Time (exclusive bus) Time Savings % Time 51.7 min 31.4 min 39% 20 minutes 29.1 min 20.0 min 31% 9 minutes Post Oak Boulevard Traffic Study Page 6

EAST-WEST STREETS In addition to significant travel time benefits on Post Oak Boulevard, a dedicated bus lane will also reduce traffic on the east-west thoroughfares thus reducing traffic at the IH 610 interchanges by removing single passenger vehicle trips. The volumes east of Post Oak Boulevard on San Felipe, Westheimer, and Richmond west of IH 610 will all be reduced by approximately 4% due to increased transit ridership resulting in a decrease in single passenger vehicle travel. The traffic volumes east of Post Oak Boulevard on W. Alabama are expected to be reduced by approximately 10%. This reduction in traffic will provide additional relief at the IH 610 interchanges. ACCESS TO BUSINESSES AND RESIDENTIAL DEVELOPMENTS Access Changes to Businesses and Residential Developments Over the last 30 years many transportation improvements have been made to improve access to properties in the Uptown Houston area. These include roadway widening projects, roadway reconstruction projects, traffic signal system upgrades, traffic signal timing improvements, incident management command center and response teams, installation of new traffic signals in combination with consolidation of ingress/egress locations, median revisions, braided ramps along IH 610, intersection ramp improvements at IH 10/IH 610 and US 59/IH 610 intersections, roadway improvements for connection to the Westpark Tollway, and pedestrian improvements to encourage walking in lieu of vehicle travel. All of these improvements have impacted site access in a positive way. The proposed construction along Post Oak Boulevard will closely follow the previous access management improvements particularly related to traffic signals that have been installed along Post Oak Boulevard over the last 30 years and the few new signals that will be added with the Post Oak Boulevard reconstruction project. In the proposed configuration of Post Oak Boulevard, right-turn in and out movements to and from adjacent properties will operate the same as they do today. Left-turns into sites will have a protected left-turn signal, and likewise, left-turns out will also have a protected movement relative to Post Oak Boulevard traffic. This insures the ability to make left-turns in and out of developments even during the highest congested times along Post Oak Boulevard. As vehicle traffic volumes continue to grow along Post Oak Boulevard it will be more important for property access points to have traffic signals for left-turn and U-turn movements along Post Oak Boulevard. Post Oak Boulevard Traffic Study Page 7

Over the last 30 years many retail developments have converted to consolidated ingress/egress movements to fewer locations utilizing traffic signals to provide guaranteed and protected access onto Post Oak Boulevard. It is also important to understand that the primary benefit of traffic signals to businesses is related to left-turning vehicles in both the ingress and egress movements. Rightturn ingress and egress movements to almost all properties along Post Oak Boulevard are not impacted by the installation of traffic signals or the median revisions. Based on the review of existing access points, it is believed that the access management improvements implemented over the last 30 years along Post Oak Boulevard, and those proposed as part of the Post Oak Boulevard reconstruction project, will enhance ingress/egress access to adjacent properties due to the installation of traffic signals providing protected left-turn movements as well as transportation capacity and management improvements. Access to Businesses and Residential Developments During Construction The development of traffic control and access plans associated with construction within public rights-of-way of the City of Houston is controlled by the Department of Public Works and Engineering (COH-PWE). The City of Houston has minimum standards for traffic control with special considerations for major roadways such as Post Oak Boulevard. Construction activity is typically limited to off-peak hours and the maximum number of lanes possible are required to remain open. The Uptown Development Authority has been managing the construction of infrastructure improvement projects since shortly after its creation and has always made access to adjacent properties and safety top priorities. Many of these projects have occurred on major thoroughfares in the area, including Post Oak Boulevard. Some example projects include the construction of a 24- inch water line in the northbound lanes of Post Oak Boulevard and the reconstruction of the San Felipe/Post Oak Boulevard intersections as part of the San Felipe Widening Project. When construction traffic control plans are developed the City of Houston and Uptown have historically required designers to analyze several construction phasing options in order to find the most efficient design considering both speed of construction and disruption to property access. This analysis should be included in the development of construction plans for the redevelopment of Post Oak Boulevard. Post Oak Boulevard Traffic Study Page 8

Special consideration has been paid to the time of year considering peak shopping seasons. Additionally, consideration should be given to special events that might be planned for the area. On previous projects in the area a study was performed to review other proposed construction projects that could impact traffic patterns in the area. This information is considered when planning construction phase and timing of sections of the improvements. Special consideration similar to the items outlined above should be considered during the reconstruction of Post Oak Boulevard. Post Oak Boulevard Traffic Study Page 9

TAB ONE Traffic Volumes Post Oak Boulevard Traffic Study

TRAFFIC DATA The traffic study conducted by Gunda Corporation in May 2014, utilized 2008 traffic count data throughout the corridor. In order to not fully duplicate the data collection effort from the past and to review recent growth in the area intersections, peak hour traffic count data was collected at the following major intersections along Post Oak Boulevard: Post Oak Boulevard at Richmond Post Oak Boulevard at Hidalgo Post Oak Boulevard at West Alabama Post Oak Boulevard at Westheimer Post Oak Boulevard at San Felipe Upon comparing the 2014 and 2008 counts, it was determined that there was minimal increase in traffic volume and in some instances the volumes actually went down in 2014. Table 1-1 below shows the total number of vehicles entering the major intersections from both the 2008 and 2014 counts. Table 1-1: PM Peak Hour Traffic Volume Comparison at Major Intersections Intersection 2008 Total 2014 Total Difference Entering PM Peak Hour Volume Entering PM Peak Hour Volume POB at Richmond 6479 5808-10% POB at Hidalgo 2834 2771-2% POB at West Alabama 3490 3382-3% POB at Westheimer 7337 6430-12% POB at San Felipe 5467 5619 3% The 2014 traffic volumes were used at the major intersections for existing conditions analysis, in combination with 2008 volumes at minor intersections. The 2008 volumes were not increased for growth. Manual adjustments had to be made to volumes along the corridor for lane balancing, but substantial changes to the volumes did not occur. Post Oak Boulevard Traffic Study Page A1-1

Study Name Post Oak Blvd at Hidalgo St Start Date 09/30/2014 Start Time 7:00 AM Site Code 2 Project Houston Type Road Classification All Vehicles (no classification) Post Oak Hidalgo Post Oak Hidalgo Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 0 44 47 0 111 113 15 0 112 156 0 0 2 0 3 0 7:15 AM 0 51 40 0 120 111 9 0 146 191 0 0 9 0 6 0 7:30 AM 0 61 63 0 117 128 19 0 141 243 0 1 14 0 9 0 7:45 AM 0 46 63 0 135 155 19 0 124 241 1 0 3 0 8 0 8:00 AM 0 52 57 0 98 135 23 0 135 246 0 0 3 0 6 0 8:15 AM 0 43 61 0 123 123 25 0 144 285 0 0 8 0 7 0 8:30 AM 0 54 59 0 119 95 27 0 126 288 0 0 8 0 9 0 8:45 AM 0 63 54 0 96 114 39 0 121 247 0 0 3 0 7 0 4:00 PM 0 139 54 0 85 34 5 0 39 101 0 0 53 0 55 0 4:15 PM 0 167 47 0 93 23 1 0 47 110 0 0 34 0 73 0 4:30 PM 0 175 53 0 92 25 4 0 49 115 0 0 34 0 62 0 4:45 PM 0 188 56 0 75 15 4 0 29 93 0 0 33 0 67 0 5:00 PM 0 209 66 0 88 18 2 0 45 117 0 0 51 0 106 0 5:15 PM 0 208 64 1 80 17 2 0 42 119 0 0 60 0 117 0 5:30 PM 0 206 65 0 84 38 5 0 42 118 0 0 27 0 74 0 5:45 PM 0 189 91 0 107 36 3 0 56 122 0 0 32 0 64 0

Study Name Post Oak Blvd at Hidalgo St Start Date 09/30/2014 Start Time 7:00 AM Site Code 2 Project Houston Type Crosswalk Classification Pedestrians Post Oak Hidalgo Post Oak Hidalgo Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 0 0 0 0 0 0 0 0 0 2 0 2 7:15 AM 0 0 0 0 0 0 0 0 0 1 1 2 7:30 AM 2 0 2 0 0 0 0 0 0 0 0 0 7:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 0 0 1 0 1 8:15 AM 3 0 3 0 0 0 0 0 0 3 1 4 8:30 AM 1 0 1 0 0 0 0 0 0 1 0 1 8:45 AM 0 1 1 0 0 0 0 0 0 0 0 0 4:00 PM 1 0 1 0 1 1 0 0 0 0 2 2 4:15 PM 0 0 0 1 0 1 0 0 0 1 0 1 4:30 PM 1 0 1 0 0 0 0 0 0 5 5 10 4:45 PM 0 0 0 0 3 3 0 0 0 2 0 2 5:00 PM 0 0 0 0 0 0 0 0 0 2 2 4 5:15 PM 0 0 0 0 0 0 0 0 0 1 0 1 5:30 PM 2 1 3 1 1 2 0 0 0 4 2 6 5:45 PM 0 1 1 0 1 1 0 0 0 5 2 7

Study Name Post Oak Blvd at Richmond Ave Start Date 09/30/2014 Start Time 7:00 AM Site Code 1 Project Houston Type Road Classification All Vehicles (no classification) Post Oak Blvd Richmond Post Oak Blvd Richmond Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 52 46 43 0 25 99 107 0 37 143 79 1 52 328 35 0 7:15 AM 45 65 32 1 21 138 133 0 40 176 99 0 60 367 40 0 7:30 AM 48 58 30 1 21 162 157 0 49 213 107 0 74 385 54 0 7:45 AM 80 67 33 0 15 148 159 2 28 216 121 1 55 451 45 0 8:00 AM 37 48 40 0 21 152 164 0 38 161 152 2 57 373 33 0 8:15 AM 66 45 31 0 28 209 154 0 40 210 150 0 71 347 24 0 8:30 AM 60 58 40 0 30 166 158 0 35 168 129 1 74 337 28 0 8:45 AM 47 50 39 1 32 161 147 0 43 154 102 0 68 290 22 0 4:00 PM 103 177 62 0 78 292 86 0 9 26 35 0 27 274 46 0 4:15 PM 98 187 70 1 79 309 70 1 9 32 23 1 41 272 42 1 4:30 PM 118 177 82 0 57 362 81 2 11 28 28 0 35 260 42 0 4:45 PM 122 202 96 0 68 364 67 0 17 19 20 0 31 276 41 0 5:00 PM 114 217 84 0 78 362 64 0 10 38 40 1 49 264 48 0 5:15 PM 153 232 66 0 87 393 67 0 17 40 33 1 45 326 47 0 5:30 PM 124 230 91 0 88 420 69 0 15 45 43 1 39 300 43 0 5:45 PM 116 219 88 0 77 407 84 0 13 40 47 1 45 241 46 0

Study Name Post Oak Blvd at Richmond Ave Start Date 09/30/2014 Start Time 7:00 AM Site Code 1 Project Houston Type Crosswalk Classification Pedestrians Post Oak Blvd Richmond Post Oak Blvd Richmond Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 0 0 0 0 0 0 0 3 3 1 0 1 7:15 AM 0 0 0 0 0 0 1 0 1 0 0 0 7:30 AM 0 0 0 0 0 0 0 2 2 0 0 0 7:45 AM 0 1 1 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 0 0 0 0 0 1 1 0 0 0 8:15 AM 0 2 2 0 0 0 0 0 0 1 0 1 8:30 AM 2 0 2 0 0 0 0 0 0 0 0 0 8:45 AM 0 0 0 0 0 0 1 1 2 0 0 0 4:00 PM 1 0 1 0 0 0 0 0 0 0 1 1 4:15 PM 1 0 1 0 0 0 0 1 1 0 1 1 4:30 PM 0 1 1 0 0 0 0 0 0 0 1 1 4:45 PM 0 0 0 0 0 0 0 1 1 1 0 1 5:00 PM 1 0 1 0 0 0 0 0 0 0 1 1 5:15 PM 0 2 2 0 0 0 0 0 0 0 2 2 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0

Study Name Post Oak Blvd at San Felipe St Start Date 09/30/2014 Start Time 7:00 AM Site Code 5 Project Houston Type Road Classification All Vehicles (no classification) Post Oak San Felipe Post Oak San Felipe Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 13 130 88 1 14 199 11 0 35 82 15 0 35 292 33 1 7:15 AM 13 148 90 0 21 262 9 1 38 131 26 0 42 340 33 1 7:30 AM 15 182 92 0 23 237 9 2 42 128 23 0 55 332 37 0 7:45 AM 8 187 106 0 39 263 12 1 60 137 34 0 64 335 51 0 8:00 AM 16 155 106 1 35 291 19 1 45 121 22 0 64 365 33 0 8:15 AM 17 171 112 0 28 298 18 1 42 118 22 0 59 329 37 0 8:30 AM 11 156 99 0 28 303 14 3 45 114 31 0 66 345 37 0 8:45 AM 22 163 100 0 36 287 14 1 53 114 28 0 67 331 30 2 4:00 PM 37 162 59 0 39 235 13 2 70 251 45 1 90 338 48 1 4:15 PM 39 164 75 4 36 233 23 0 63 236 45 2 104 306 55 3 4:30 PM 34 202 64 2 37 226 21 1 56 210 39 2 97 252 52 1 4:45 PM 44 185 69 2 39 196 16 2 57 207 61 0 98 345 49 2 5:00 PM 59 212 88 0 41 211 9 2 71 235 51 0 95 321 47 0 5:15 PM 67 181 83 0 33 177 16 2 65 188 46 0 95 292 55 0 5:30 PM 52 188 86 0 42 234 14 1 79 237 48 1 99 287 57 0 5:45 PM 51 216 67 0 35 261 24 4 54 232 50 2 98 297 61 0

Study Name Post Oak Blvd at San Felipe St Start Date 09/30/2014 Start Time 7:00 AM Site Code 5 Project Houston Type Crosswalk Classification Pedestrians Post Oak San Felipe Post Oak San Felipe Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 0 0 0 1 1 2 0 1 1 1 1 2 7:15 AM 0 1 1 1 0 1 0 1 1 0 0 0 7:30 AM 0 1 1 2 1 3 1 1 2 0 0 0 7:45 AM 1 0 1 0 0 0 1 0 1 2 1 3 8:00 AM 0 0 0 1 2 3 0 0 0 0 1 1 8:15 AM 0 0 0 0 1 1 0 1 1 0 0 0 8:30 AM 0 0 0 1 1 2 0 0 0 0 2 2 8:45 AM 2 0 2 0 2 2 0 1 1 1 0 1 4:00 PM 1 1 2 0 0 0 1 1 2 0 5 5 4:15 PM 1 0 1 3 0 3 2 0 2 0 2 2 4:30 PM 0 1 1 1 0 1 1 0 1 2 0 2 4:45 PM 0 0 0 1 0 1 1 0 1 1 1 2 5:00 PM 1 1 2 0 1 1 0 1 1 0 4 4 5:15 PM 0 2 2 1 2 3 2 0 2 0 3 3 5:30 PM 0 0 0 0 0 0 0 3 3 0 2 2 5:45 PM 0 0 0 0 0 0 0 0 0 1 0 1

Study Name Post Oak Blvd at W Alabama Start Date 09/30/2014 Start Time 7:00 AM Site Code 3 Project Houston Type Road Classification All Vehicles (no classification) Post Oak W Alabama Post Oak W Alabama Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 14 82 0 0 0 0 0 0 0 137 19 0 32 113 18 0 7:15 AM 11 83 0 1 0 0 0 0 0 169 22 0 48 134 25 0 7:30 AM 14 99 0 0 0 0 0 0 0 239 19 0 67 165 27 0 7:45 AM 13 94 1 0 0 0 0 0 0 209 9 0 45 147 28 0 8:00 AM 11 110 0 2 0 0 0 0 0 207 8 0 59 124 28 0 8:15 AM 11 108 0 0 0 0 0 0 0 223 12 0 49 125 25 0 8:30 AM 12 105 1 1 0 0 0 0 0 199 18 0 59 108 46 0 8:45 AM 5 110 0 0 0 0 0 0 0 206 10 0 49 85 33 0 4:00 PM 42 184 2 0 0 0 0 0 0 132 50 0 187 214 41 0 4:15 PM 55 184 0 1 0 0 0 0 0 131 34 0 161 202 42 0 4:30 PM 52 200 0 2 0 0 0 0 0 127 47 0 152 172 42 0 4:45 PM 52 205 0 3 0 0 0 0 0 108 25 0 154 157 46 0 5:00 PM 49 225 0 5 0 0 0 0 0 161 35 0 169 128 49 0 5:15 PM 60 216 0 1 0 0 0 0 0 170 28 0 170 147 42 0 5:30 PM 64 215 0 1 0 0 0 0 0 171 32 0 202 177 53 0 5:45 PM 49 214 0 1 0 0 0 0 0 162 18 0 171 132 65 0

Study Name Post Oak Blvd at W Alabama Start Date 09/30/2014 Start Time 7:00 AM Site Code 3 Project Houston Type Crosswalk Classification Pedestrians Post Oak W Alabama Post Oak W Alabama Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 0 0 0 0 0 0 1 0 1 3 0 3 7:15 AM 0 0 0 0 0 0 2 0 2 1 1 2 7:30 AM 1 0 1 1 0 1 0 1 1 3 1 4 7:45 AM 0 0 0 1 1 2 0 2 2 0 1 1 8:00 AM 1 0 1 1 0 1 0 0 0 0 2 2 8:15 AM 0 0 0 0 0 0 5 0 5 3 1 4 8:30 AM 0 0 0 0 0 0 2 0 2 1 0 1 8:45 AM 0 0 0 0 0 0 2 0 2 2 0 2 4:00 PM 0 1 1 0 1 1 0 0 0 2 3 5 4:15 PM 1 0 1 0 0 0 0 0 0 3 6 9 4:30 PM 0 0 0 0 0 0 0 0 0 1 1 2 4:45 PM 1 0 1 0 0 0 1 0 1 0 1 1 5:00 PM 4 0 4 1 3 4 0 4 4 0 0 0 5:15 PM 0 0 0 2 1 3 1 4 5 3 0 3 5:30 PM 1 0 1 1 1 2 0 2 2 1 2 3 5:45 PM 0 0 0 0 1 1 0 12 12 3 2 5

Study Name Post Oak Blvd at Westheimer Rd Start Date 09/30/2014 Start Time 7:00 AM Site Code 4 Project Houston Type Road Classification All Vehicles (no classification) Post Oak Westheimer Post Oak Westheimer Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM 31 55 16 0 57 294 54 1 15 92 33 0 63 279 9 0 7:15 AM 35 70 19 0 54 326 67 0 26 117 45 0 75 335 9 0 7:30 AM 39 73 43 0 54 342 87 0 34 136 49 0 59 328 6 1 7:45 AM 32 61 31 0 76 389 102 0 38 126 45 0 75 334 7 0 8:00 AM 29 55 38 0 82 391 92 1 40 156 41 0 93 365 16 1 8:15 AM 34 68 35 0 81 412 103 1 42 167 48 1 81 279 13 0 8:30 AM 39 69 33 0 83 400 97 0 25 139 59 0 88 314 16 0 8:45 AM 29 66 46 0 74 387 100 1 37 117 46 0 77 294 14 0 4:00 PM 126 160 87 0 50 361 35 2 48 142 129 0 40 267 12 1 4:15 PM 143 190 91 0 53 313 61 0 52 119 126 0 57 302 14 2 4:30 PM 143 173 78 0 40 323 56 1 41 131 120 0 57 298 14 1 4:45 PM 147 192 75 0 52 345 51 1 54 103 127 0 52 333 16 2 5:00 PM 142 193 66 0 44 353 37 3 71 116 140 0 57 290 19 2 5:15 PM 141 235 81 0 37 371 40 1 59 108 149 0 53 281 21 1 5:30 PM 138 226 74 0 38 385 41 2 70 141 150 0 50 291 15 1 5:45 PM 130 257 105 1 30 430 44 4 78 131 114 0 66 285 21 1

Study Name Post Oak Blvd at Westheimer Rd Start Date 09/30/2014 Start Time 7:00 AM Site Code 4 Project Houston Type Crosswalk Classification Pedestrians Post Oak Westheimer Post Oak Westheimer Southbound Westbound Northbound Eastbound Start Time Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined Peds CW Peds CCW Peds Combined 7:00 AM 1 3 4 0 1 1 3 5 8 2 2 4 7:15 AM 8 1 9 1 6 7 0 3 3 4 0 4 7:30 AM 1 2 3 0 3 3 0 2 2 0 0 0 7:45 AM 0 6 6 0 3 3 2 3 5 2 5 7 8:00 AM 3 0 3 0 6 6 0 6 6 0 1 1 8:15 AM 6 2 8 7 2 9 7 1 8 3 2 5 8:30 AM 9 0 9 3 3 6 1 3 4 4 0 4 8:45 AM 1 1 2 0 4 4 1 1 2 1 0 1 4:00 PM 0 3 3 4 4 8 2 4 6 2 7 9 4:15 PM 5 5 10 1 2 3 3 5 8 3 4 7 4:30 PM 7 8 15 3 7 10 2 8 10 8 9 17 4:45 PM 4 9 13 6 3 9 5 3 8 9 10 19 5:00 PM 7 7 14 1 4 5 5 7 12 12 14 26 5:15 PM 6 10 16 14 5 19 13 5 18 5 7 12 5:30 PM 2 2 4 3 0 3 10 2 12 6 6 12 5:45 PM 4 7 11 10 1 11 4 1 5 39 6 45

Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes West Loop S NBFR @ Post Oak Blvd Eastbound Westbound Northbound Southbound Year Post Oak Blvd Post Oak Blvd West Loop S NBFR Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 1383 347 310 334 103 845 22 3344 2011 Base (with 3% Growth, Gunda) 1424 357 0 0 319 344 106 870 23 0 0 0 3443 2014 Estimate fo VISSIM 1,383 347 0 0 0 0 310 334 0 0 103 845 22 0 0 0 0 0 0 0 3344 2014 Final Balanced for VISSIM 1,383 347 0 0 350 334 117 845 22 3,398 2035 No Build (21% Growth from 2014) 1,673 420 0 0 0 0 424 404 0 0 142 1,022 27 0 0 0 0 0 0 0 4,112 2035 Build (Dedicated Bus Lane) Estimate Volumes 1,173 294 0 0 0 0 424 404 0 0 142 1,022 27 0 0 0 0 0 0 0 3,486 West Loop S SBFR @ Post Oak Blvd Eastbound Westbound Northbound Southbound Year Post Oak Blvd Post Oak Blvd West Loop S SBFR Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 0 1,495 58 61 352 0 235 480 480 188 3,349 2011 Base (with 3% Growth, Gunda) 0 1,540 60 63 363 0 0 0 0 242 494 494 3,256 2014 Estimate fo VISSIM 0 1,495 58 0 0 61 352 0 0 0 0 0 0 0 0 235 480 604 188 0 3473 2014 Final Balanced for VISSIM 0 1,495 58 61 406 0 0 0 0 235 480 698 188 3,621 2035 No Build (21% Growth from 2014) 0 1,809 70 0 0 74 491 0 0 0 0 0 0 0 0 284 581 845 227 0 4,381 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 1,183 70 0 0 74 491 0 0 0 0 0 0 0 0 284 581 555 227 0 3,465 Post Oak Blvd @ Hollyhurst Ln/ Uptown Blvd (BRT STATION) Eastbound Westbound Northbound Southbound Year Post Oak Blvd Post Oak Blvd Hollyhurst Ln Uptown Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 189 1,107 19 13 1,003 88 52 33 218 92 10 334 3,158 2011 Base (with 3% Growth, Gunda) 195 1,140 20 13 1,033 91 54 34 225 95 10 344 3,254 2014 Estimate fo VISSIM 189 1,107 19 0 0 13 1,003 88 0 0 52 33 218 0 0 92 10 334 0 0 3158 2014 Final Balanced for VISSIM 189 1,234 19 13 1,003 88 52 33 218 92 10 334 0 3,285 2035 No Build (21% Growth from 2014) 229 1,493 23 0 0 16 1,214 106 0 0 63 40 264 0 0 111 12 404 0 0 3,975 2035 Build (Dedicated Bus Lane) Estimate Volumes 173 985 17 0 0 11 966 69 0 0 45 40 181 0 0 76 12 291 0 0 2,866 Post Oak Blvd @ Garrettson/ Four Oaks (BRT Station) Eastbound Westbound Northbound Southbound Year Post Oak Blvd Post Oak Blvd Garrettson Four Oaks Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 39 884 2 96 1,302 214 17 68 71 231 21 181 3,126 2011 Base (with 3% Growth, Gunda) 40 911 2 99 1,341 220 18 70 73 238 22 186 3,220 2014 Estimate fo VISSIM 39 884 2 0 0 96 1,302 214 0 0 17 68 71 0 0 231 21 181 0 0 3126 2014 Final Balanced for VISSIM 45 1,034 2 96 1,160 214 17 68 71 231 21 181 0 3,140 2035 No Build (21% Growth from 2014) 54 1,251 2 0 0 116 1,404 259 0 0 21 82 86 0 0 280 25 219 0 0 3,799 2035 Build (Dedicated Bus Lane) Estimate Volumes 54 681 2 0 0 116 1,025 259 0 0 21 82 86 0 0 280 25 219 0 0 2,850 1 of 5

Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes Post Oak Blvd @ Westbriar Eastbound Westbound Northbound Southbound Year Westbriar Westbriar Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 21 2 145 4 3 5 65 894 38 61 1,437 25 2,700 2011 Base (with 3% Growth, Gunda) 22 2 149 4 3 5 67 921 39 63 1,480 26 2,781 2014 Estimate fo VISSIM 23 2 128 0 0 6 2 12 0 0 68 1,040 28 0 0 45 1,408 35 0 0 2,795 2014 Final Balanced for VISSIM 23 2 112 5 2 12 74 1,134 31 45 1,278 35 0 2,753 2035 No Build (21% Growth from 2014) 28 2 136 0 0 6 2 15 0 0 90 1,372 38 0 0 54 1,546 42 0 0 3,331 2035 Build (Dedicated Bus Lane) Estimate Volumes 28 2 136 0 0 6 2 15 0 0 90 802 38 0 0 54 1,167 42 0 0 2,382 Post Oak Blvd @ San Felipe (BRT STATION) Eastbound Westbound Northbound Southbound Year San Felipe San Felipe Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 296 1,156 226 19 226 981 69 7 291 685 223 12 181 837 296 14 5,467 2014 Counts 387 1,197 220 0 10 151 883 63 9 6 269 892 195 3 3 229 797 324 0 4 5619 2014 Estimate fo VISSIM 387 1,197 220 0 10 151 883 63 9 6 269 892 195 3 3 229 797 324 0 4 5,619 2014 Final Balanced for VISSIM 387 1,197 220 151 883 63 269 892 195 181 918 296 5,652 2035 No Build (21% Growth from 2014) 468 1,448 266 0 0 183 1,068 76 0 0 325 1,079 236 0 0 219 1,111 358 0 0 6,837 2035 Build (Dedicated Bus Lane) Estimate Volumes 367 1,448 158 0 0 108 1,068 60 0 0 273 626 198 0 0 203 775 331 0 0 5,615 Post Oak Blvd @ Blvd Pl Eastbound Westbound Northbound Southbound Year Blvd Pl Blvd Pl Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 60 10 196 202 10 59 116 1,080 100 50 1,200 39 3,122 2011 Base (with 3% Growth, Gunda) 62 10 202 208 10 61 119 1,112 103 52 1,236 40 3,215 2014 Estimate fo VISSIM 60 10 196 0 0 202 10 59 0 0 116 1,080 100 0 0 50 1,200 39 0 0 3122 2014 Final Balanced for VISSIM 60 10 196 202 10 59 116 1,080 100 50 1,200 39 3,122 2035 No Build (21% Growth from 2014) 73 12 237 0 0 244 12 71 0 0 140 1,307 121 0 0 61 1,452 47 0 0 3,777 2035 Build (Dedicated Bus Lane) Estimate Volumes 73 12 237 0 0 244 12 71 0 0 140 764 121 0 0 61 933 47 0 0 2,715 Post Oak Blvd @ Ambassador Way (BRT STATION) Eastbound Westbound Northbound Southbound Year Ambassador Way Ambassador Way Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 333 20 264 8 5 13 67 950 5 41 1,453 104 3,263 2011 Base (with 3% Growth, Gunda) 343 21 272 8 5 13 69 979 5 42 1,497 107 3,361 2014 Estimate fo VISSIM 333 20 264 0 0 8 5 13 0 0 67 950 5 0 0 41 1,453 104 0 0 3263 2014 Final Balanced for VISSIM 333 20 264 8 5 13 67 950 5 41 1,453 104 3,263 2035 No Build (21% Growth from 2014) 403 24 319 0 0 10 6 16 0 0 81 1,150 6 0 0 50 1,758 126 0 0 3,949 2035 Build (Dedicated Bus Lane) Estimate Volumes 403 24 319 0 0 10 6 16 0 0 81 607 6 0 0 50 1,239 126 0 0 2,887 2 of 5

Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes Post Oak Blvd @ Lynn Eastbound Westbound Northbound Southbound Year Lynn Lynn Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 19 0 32 27 0 36 59 830 34 84 1,453 20 2,594 2011 Base (with 3% Growth, Gunda) 20 0 33 28 0 37 61 855 35 87 1,497 21 2,674 2014 (Est. from 2008 Counts) 20 0 34 0 0 29 0 38 0 0 63 880 36 0 0 89 1,540 21 0 0 2,750 2014 Estimate fo VISSIM 19 0 32 0 0 27 0 36 0 0 59 830 34 0 0 84 1,453 20 0 0 2594 2014 Final Balanced for VISSIM 0 0 92 0 0 85 0 937 34 0 1,705 20 2,873 2035 No Build (21% Growth from 2014) 0 0 111 0 0 0 0 103 0 0 0 1,134 41 0 0 0 2,063 24 0 0 3,476 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 111 0 0 0 0 103 0 0 0 591 41 0 0 0 1,544 24 0 0 2,414 Post Oak Blvd @ Guilford Ct (BRT STATION) Eastbound Westbound Northbound Southbound Year Guilford Ct Guilford Ct Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 52 2 210 12 1 12 52 665 14 58 1,769 41 2,888 2011 Base (with 3% Growth, Gunda) 54 2 216 12 1 12 54 685 14 60 1,822 42 2,974 2014 Estimate fo VISSIM 52 2 210 0 0 12 1 12 0 0 52 665 14 0 0 58 1,769 41 0 0 2888 2014 Final Balanced for VISSIM 97 8 222 24 3 13 37 861 14 114 1,643 40 3,076 2035 No Build (21% Growth from 2014) 117 10 269 0 0 29 4 16 0 0 45 1,042 17 0 0 138 1,988 48 0 0 3,723 2035 Build (Dedicated Bus Lane) Estimate Volumes 36 10 150 0 0 16 4 5 0 0 9 591 3 0 0 108 1,510 37 0 0 2,479 Post Oak Blvd @ Griscom Eastbound Westbound Northbound Southbound Year Griscom Griscom Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 12 2 18 16 0 24 14 779 15 28 1,847 17 2,772 2011 Base (with 3% Growth, Gunda) 12 2 19 16 0 25 14 802 15 29 1,902 18 2,854 2014 Estimate fo VISSIM 12 2 18 0 0 16 0 24 0 0 14 779 15 0 0 28 1,847 17 0 0 2772 2014 Final Balanced for VISSIM 0 0 178 24 0 0 0 888 21 0 1,863 26 3,000 2035 No Build (21% Growth from 2014) 0 0 215 0 0 29 0 0 0 0 0 1,074 25 0 0 0 2,254 31 0 0 3,628 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 215 0 0 29 0 0 0 0 0 573 25 0 0 0 1,644 31 0 0 2,517 Post Oak Blvd @ Locke Lane (Canyon Café) Eastbound Westbound Northbound Southbound Year Canyon Café Canyon Café Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 34 6 37 19 1 26 29 778 8 11 1,875 86 2,910 2011 Base (with 3% Growth, Gunda) 35 6 38 20 1 27 30 801 8 11 1,931 89 2,997 2014 Estimate fo VISSIM 34 6 37 0 0 19 1 26 0 0 29 778 8 0 0 11 1,875 86 0 0 2910 2014 Final Balanced for VISSIM 57 6 37 66 1 26 77 826 9 11 1,944 86 3,146 2035 No Build (21% Growth from 2014) 69 7 45 0 0 80 1 31 0 0 93 999 11 0 0 13 2,352 104 0 0 3,805 2035 Build (Dedicated Bus Lane) Estimate Volumes 69 7 45 0 0 80 1 31 0 0 93 498 11 0 0 13 1,742 104 0 0 2,694 3 of 5

Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes Post Oak Blvd @ Ethan Allen Eastbound Westbound Northbound Southbound Year Uptown Blvd Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 23 4 49 47 1 41 37 680 14 14 2,026 15 2,951 2011 Base (with 3% Growth, Gunda) 24 4 50 48 1 42 38 700 14 14 2,087 15 3,037 2014 Estimate fo VISSIM 23 4 49 0 0 47 1 41 0 0 37 680 14 0 0 14 2,026 15 0 0 2951 2014 Final Balanced for VISSIM 0 0 49 0 0 41 0 871 69 0 2,018 29 3,077 2035 No Build (21% Growth from 2014) 0 0 59 0 0 0 0 50 0 0 0 1,054 83 0 0 0 2,442 35 0 0 3,723 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 59 0 0 0 0 50 0 0 0 553 83 0 0 0 1,832 35 0 0 2,612 Post Oak Blvd @ Westheimer (BRT STATION) Eastbound Westbound Northbound Southbound Year Westheimer Westheimer Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 164 1,256 76 25 398 1,496 220 68 253 554 576 65 774 1,086 484 28 7,337 2011 Base (with 3% Growth, Gunda) 169 1,294 78 410 1,541 227 261 571 593 797 1,119 499 7,559 2014 Counts 226 1,147 76 5 95 149 1,539 162 10 38 278 496 553 0 47 551 911 326 1 45 6,430 2014 Estimate for VISSIM 195 1,202 76 3 60 274 1,518 191 5 53 266 525 565 0 56 663 999 405 1 37 6888 2014 Final Balanced for VISSIM 195 1,202 76 274 1,518 191 266 554 576 663 999 405 6,919 2035 No Build (21% Growth from 2014) 236 1,454 92 0 0 332 1,837 231 0 0 322 670 697 0 0 802 1,209 490 0 0 8,372 2035 Build (Dedicated Bus Lane) Estimate Volumes 187 1,454 79 0 0 284 1,837 183 0 0 314 266 681 0 0 776 640 475 0 0 7,176 Post Oak Blvd @ Dillards Eastbound Westbound Northbound Southbound Year Dillards Dillards Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 0 0 230 0 0 105 112 1,200 32 65 854 152 2,750 2011 Base (with 3% Growth, Gunda) 0 0 237 0 0 108 115 1,236 33 67 880 157 2,833 2014 Estimate for VISSIM 0 0 230 0 0 0 0 105 0 0 112 1,200 32 0 0 65 854 152 0 0 2750 2014 Final Balanced for VISSIM 0 0 230 0 0 105 121 1,291 34 82 1,076 191 3,130 2035 No Build (21% Growth from 2014) 0 0 278 0 0 0 0 127 0 0 146 1,562 41 0 0 99 1,302 231 0 0 3,786 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 278 0 0 0 0 127 0 0 146 1,134 41 0 0 99 672 231 0 0 2,728 Post Oak Blvd @ W Alabama (BRT STATION) Eastbound Westbound Northbound Southbound Year W Alabama W Alabama Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 773 551 69 6 0 801 6 9 281 1,009 0 3,490 2011 Base (with 3% Growth, Gunda) 796 568 71 0 0 0 0 825 6 289 1,039 0 3,594 2014 Counts 712 584 209 0 11 0 0 0 0 10 0 664 113 0 23 222 870 0 8 5 3,382 2014 Estimate for VISSIM 712 584 209 0 11 0 0 0 0 10 0 664 113 0 23 222 870 0 8 5 3382 2014 Final Balanced for VISSIM 712 584 209 734 165 266 1,040 3,710 2035 No Build (21% Growth from 2014) 862 707 253 0 0 0 0 888 200 0 0 322 1,258 0 0 4,490 2035 Build (Dedicated Bus Lane) Estimate Volumes 702 707 187 0 0 0 0 0 0 0 0 620 181 0 0 215 735 0 0 0 3,347 4 of 5

Post Oak Boulevard Traffic Study Walter P Moore Project 23-00055-28 Traffic Volumes Post Oak Blvd @ Park View Eastbound Westbound Northbound Southbound Year Park View Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds 2014 Estimate for VISSIM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2014 Final Balanced for VISSIM 25 0 40 859 78 25 1,224 2,251 2035 No Build (21% Growth from 2014) 30 0 48 0 0 0 1,039 94 0 0 30 1,481 0 0 0 2,722 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 0 0 0 30 0 48 0 0 0 752 94 0 0 30 892 0 0 0 1,846 Post Oak Blvd @ Hidalgo Eastbound Westbound Northbound Southbound Year Hidalgo Hidalgo Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 0 0 0 408 241 32 0 169 699 0 1 0 1,005 280 3 2,834 2011 Base (with 3% Growth, Gunda) 0 0 0 420 248 33 174 720 0 0 1,035 288 2,918 2014 Counts 170 0 361 0 18 359 109 12 0 3 185 476 0 0 0 0 812 286 1 4 2,771 2014 Estimate for VISSIM 170 0 361 0 18 359 109 12 0 3 185 476 0 0 0 0 812 286 1 4 2771 2014 Final Balanced for VISSIM 170 0 361 460 140 12 185 755 0 0 924 325 3,332 2035 No Build (21% Growth from 2014) 206 0 437 0 0 557 169 15 0 0 224 914 0 0 0 0 1,118 393 0 0 4,033 2035 Build (Dedicated Bus Lane) Estimate Volumes 206 0 437 0 0 557 169 15 0 0 224 627 0 0 0 0 529 393 0 0 3,157 Post Oak Blvd @ Lakes on Post Oak Eastbound Westbound Northbound Southbound Year Lakes on Post Oak Lakes on Post Oak Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 207 191 15 733 1,464 14 2,624 2011 Base (with 3% Growth, Gunda) 213 0 197 0 0 0 15 755 0 0 1,508 14 2,702 2014 Estimate for VISSIM 207 0 191 0 0 0 0 0 0 0 15 733 0 0 0 0 1,464 14 0 0 2624 2014 Final Balanced for VISSIM 207 0 191 0 0 0 15 733 0 0 1,729 16 2,891 2035 No Build (21% Growth from 2014) 0 231 0 0 0 0 0 0 0 1,137 0 0 0 0 2,092 19 0 0 3,479 2035 Build (Dedicated Bus Lane) Estimate Volumes 0 0 231 0 0 0 0 0 0 0 0 850 0 0 0 0 1,503 19 0 0 2,603 Post Oak Blvd @ Transco 1 Dr (BRT STATION - FAIRDALE) Eastbound Westbound Northbound Southbound Year Lakes on Post Oak Lakes on Post Oak Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds 2014 Final Balanced for VISSIM 0 0 136 0 0 0 0 748 0 0 1,910 10 2,804 2035 No Build (21% Growth from 2014) 250 0 165 0 0 0 0 0 0 0 18 887 0 0 0 0 2,311 12 0 0 3,643 2035 Build (Dedicated Bus Lane) Estimate Volumes 250 0 165 0 0 0 0 0 0 0 18 600 0 0 0 0 1,722 12 0 0 2,767 Post Oak Blvd @ Richmond (BRT STATION) Eastbound Westbound Northbound Southbound Year Richmond Richmond Post Oak Blvd Post Oak Blvd Vehicle Total Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds Left Thru Right U Peds From 2008 Counts (Gunda) 265 1,166 295 7 430 1,540 300 4 79 167 191 7 619 1,038 389 4 6,479 2011 Base (with 3% Growth, Gunda) 273 1,201 304 443 1,586 309 81 172 197 638 1,069 401 6,674 2014 Counts 178 1,131 184 0 3 330 1,582 284 0 0 55 163 163 4 0 507 898 329 0 3 5,808 2014 Estimate for VISSIM 222 1,149 240 0 5 380 1,561 292 0 2 67 165 177 2 4 619 1,038 389 0 4 6301 2014 Final Balanced for VISSIM 265 1,149 240 380 1,561 300 67 183 177 619 1,038 389 6,368 2035 No Build (21% Growth from 2014) 321 1,390 290 0 0 460 1,889 363 0 0 81 221 214 0 0 749 1,256 471 0 0 7,705 2035 Build (Dedicated Bus Lane) Estimate Volumes 237 1,390 278 0 0 441 1,889 268 0 0 80 113 210 0 0 680 779 428 0 0 6,793 5 of 5

TAB TWO Growth Projections Post Oak Boulevard Traffic Study

GROWTH PROJECTIONS GROWTH RATE In order to determine the growth rate to apply to existing traffic volumes to develop traffic volumes for 2035, several sources were considered. First, the population and employment data from the H- GAC travel demand model were compared for 2014 and 2035. Data from the TAZs shaded in the map below were used. Figure 2-1: Traffic Analysis Zones Post Oak Boulevard Traffic Study Page A2-1

As shown in the Table 2-1, it is anticipated that the population will grow approximately 5% per year and employment will grow approximately 2% per year. H-GAC traffic volume projections were also reviewed which indicated an area growth of 1 to 2% between 2014 and 2035. Table 2-1: H-GAC Population and Employment Data 2014 2035 Growth % Growth Annual % Growth Population 12,748 27,109 14,361 112.7% 5.4% Employment 60,202 87,904 27,702 46.0% 2.2% Based on the count data and the H-GAC employment growth, it was determined that an annual growth rate of 1% should be used in the analysis of future conditions. This results in a total growth of 21% between 2014 and 2035. TRANSIT REDUCTION To identify a transit reduction factor for the three bus scenarios, the Uptown Transit Demand Forecasts developed by HDR (study dated June 18, 2013) were utilized. The HDR study followed a standard travel demand modeling process to estimate boardings and alightings at each station along Post Oak Boulevard. For the purpose of this study, the alternative defined as 2035 Post Oak Blvd BRT w/ Elevated Busway on West Loop was considered most appropriate. From the HDR report, 2035 Station to Station Passenger Activity by Time of Day (BRT in Elevated Busway) was used as a starting point for transit reduction in this study (see Table 2-2). This table refers to peak trips, but includes five hours of data, 2 hours in the AM peak and 3 hours in the PM peak. In order to reduce this to one peak hour for use in the traffic analysis, ridership forecasts from the HDR study were used to determine that the design hour/pm peak hour was approximately 20% of the peak period ridership (see Table 2-3). Additionally, the HDR study estimated that 55% would travel southbound and 45% would travel northbound. These factors were all applied to the boarding/alighting table to determine design hour transit usage. The reductions were then applied to the traffic volumes along the routes to each station. A vehicle occupancy rate of 1.15 was applied to the passenger volumes to determine a vehicle equivalency. In addition, a small factor was added to account for passengers walking to the intermediate stations from their place of origin. Post Oak Boulevard Traffic Study Page A2-2

Table 2-2: Station Passenger Activity (HDR Report: Table 7: 2035 Station to Station Passenger Activity by Time of Day (BRT in Elevated Busway)) 2035 Elevated Busway Stop 2 Stop Summary Peak Trips (AM+PM) combined in OD format Station node Station Grand Number Name NWTC Westpark TC Richmond West Alabama Westheimer Guilford Court San Felipe Uptown Park Total 16555 NWTC 0 1,290 600 480 500 460 660 680 4,670 18455 Westpark TC 1,290 0 180 330 260 570 650 480 3,760 91005 Richmond 600 180 0 50 40 80 160 100 1,210 91015 West Alabama 480 330 50 0 50 100 160 130 1,300 91025 Westheimer 500 260 40 50 0 10 30 20 910 91035 Guilford Court 460 570 80 100 10 0 50 20 1,290 91045 San Felipe 660 650 160 160 30 50 0 10 1,720 91055 Uptown Park 680 480 100 130 20 20 10 0 1,440 Grand Total 4,670 3,760 1,210 1,300 910 1,290 1,720 1,440 16,300 2035 Elevated Busway Stop 2 Stop Summary Off Peak Trips Station node Station Grand Number Name NWTC Westpark TC Richmond West Alabama Westheimer Guilford Court San Felipe Uptown Park Total 16555 NWTC 0 250 470 270 140 110 210 190 1,640 18455 Westpark TC 250 0 460 180 140 140 160 110 1,440 91005 Richmond 470 460 0 90 160 340 480 320 2,320 91015 West Alabama 270 180 90 0 40 80 160 120 940 91025 Westheimer 140 140 160 40 0 10 30 30 550 91035 Guilford Court 110 140 340 80 10 0 10 60 750 91045 San Felipe 210 160 480 160 30 10 0 10 1,060 91055 Uptown Park 190 110 320 120 30 60 10 0 840 Grand Total 1,640 1,440 2,320 940 550 750 1,060 840 9,540 Post Oak Boulevard Traffic Study Page A2-3

Table 2-3: Ridership Forecasts (HDR Report: Table 4: Ridership Forecasts for the Uptown Transit Alternatives) Key Model Statistics 2018 Baseline/ No Build 2018 Build (elevated Busway on Westloop and exclusive busway on Post Oak Blvd) 2018 Build (Mixed flow on Westloop and Exclusive busway on Post Oak Blvd) 2035 Baseline/ No Build 2035 Build (elevated Busway on Westloop and exclusive busway on Post Oak Blvd) 2035 Build (Mixed flow on Westloop and Exclusive busway on Post Oak Blvd) 2035 Build ALT6 (elevated Busway on Westloop and exclusive busway on Post Oak Blvd) Sensitivity run with updated employment Total Daily BRT ridership (unadjusted) Not applicable 20,350 14,950 Not applicable 29,400 21,850 35,354 Total daily BRT ridership (adjusted) Not applicable 17,500 12,900 Not applicable 25,300 18,800 30,400 Peak period (2 hrs in AM + 3 hrs in PM) ridership Not applicable 10,850 8,000 Not applicable 15,650 11,650 18,850 Off peak period (8:30 am to 3:30 PM plus late evening) Not applicable 6,650 4,900 Not applicable 9,600 7,150 11,550 AM peak period ridership (6:30 to 8:30) Not applicable 4,340 3,200 Not applicable 6,250 4,650 7,540 AM peak hour passenger load Southbound from NWTC Not applicable 1,300 950 Not applicable 1,720 1,350 2,050 AM peak hour passenger load Northbound from UPTC Not applicable 1,000 750 Not applicable 1,700 1,100 2,040 PM peak period ridership (3:30 to 6:30) Not applicable 6,500 4,800 Not applicable 9,400 7,000 11,300 PM peak hour passenger load Southbound to UPTC Not applicable 950 700 Not applicable 1,550 1,000 1,860 PM peak hour passenger load northbound to NWTC Not applicable 1,200 900 Not applicable 1,570 1,300 1,900 Post Oak Boulevard Traffic Study Page A2-4

TAB THREE Traffic Analysis Post Oak Boulevard Traffic Study

TRAFFIC ANALYSIS VISSIM SCENARIO MODELING The traffic simulation model VISSIM was used to conduct traffic analysis for each of the five scenarios described previously in this report. Existing traffic signal timings were used for all analysis scenarios. It was assumed that for the exclusive bus option (Scenario 2), that buses would travel through the intersection when northbound and southbound traffic had a green signal phase. No signals were pre-empted or given priority for buses. Individual bus routes were modeled with boarding and alighting volumes assigned at each station. All signalized intersections along Post Oak Boulevard were included in the model as well as some of the primary driveways. For the three bus scenarios, it was assumed that traffic signals would be installed at the following intersections: Post Oak Boulevard at Locke Lane (Canyon Café) Post Oak Boulevard at Transco 1 Drive (access to Lakes on Post Oak) For the exclusive bus scenario, Scenario 2, it was assumed that a traffic signal would also be installed at the intersection of Post Oak Boulevard and West Briar to provide protected turning movements. CAPACITY ANALYSIS Results of the analyses conducted in VISSIM are reported in standard level of service (LOS) format, with the most favorable conditions being designated as LOS A and the poorest conditions indicated by LOS F. Intersection level of service is based on the amount of delay that each vehicle encounters at a given intersection. The level of service criteria for signalized intersections, along with a brief description of the conditions experienced for each level of service grade, can be seen in Table 3-1. Transportation agencies generally consider operations at or above LOS C to be acceptable. In more dense areas like a central business district, operations at or above LOS D may also be considered acceptable during peak traffic hours. Analyses results for all five conditions are provided in Table 3-2. Post Oak Boulevard Traffic Study Page A3-1

Table 3-1: Level of Service Criteria for Signalized Intersections Level of Service Stopped Delay (seconds/vehicle) A 10 B > 10 and 20 C > 20 and 35 D > 35 and 55 E > 55 and 80 F > 80 Description At a single intersection most vehicles do not stop at all. When linked with other signals, vehicles progress through intersections without stopping. At a single intersection some vehicles stop before getting a green signal. When linked with other signals, some cars may have to stop but most progress through the intersection without stopping. At a single intersection, a significant number of vehicles must stop and wait for a green signal. Some vehicles may have to wait through one full signal cycle before being able to move through the intersection. At this level, congestion is noticeable. Many vehicles have to stop while waiting for a green signal. A noticeable number of vehicles have to wait through one full cycle before being able to continue through the intersection. At this level, almost all vehicles have to wait through one or more full signal cycles before moving through the intersection. When linked with other signals, progression is slow. At this level, the number of vehicles entering the intersection exceeds its capacity. Vehicles have to wait through multiple full signal cycles before moving through the intersection. Post Oak Boulevard Traffic Study Page A3-2

Table 3-2: PM Peak Hour Level of Service and Delay (in seconds/vehicle) Comparison Scenario Existing No Build 1 2 3 Year 2014 2035 2035 2035 2035 POB Bus Dedicated Bus Current Current BRT Mixed BRT Mixed Lane (median Routes Routes (curb lanes) (curb lanes) lanes) Transit Reduction None None None 610 Bus Elevated None POB Lanes 3/3 3/3 3/3 3+1/3+1 4/4 Post Oak Blvd at IH 610 Post Oak Blvd at Hollyhurst Post Oak Blvd at Four Oaks Post Oak Blvd at West Briar (only signalized in Scenario 2) Post Oak Blvd at San Felipe Post Oak Blvd at Blvd Place Post Oak Blvd at Ambassador Way Post Oak Blvd at Guilford Post Oak Blvd at Locke Ln (Canyon Café) Post Oak Blvd at Westheimer Post Oak Blvd at 2600 Block Post Oak Blvd at W Alabama Post Oak at Park View Post Oak Blvd at Hidalgo Post Oak Blvd at Transco One Dr. Post Oak Blvd at Richmond F F F F F 86.5 122.0 134.4 123.3 130.9 F F F F F 90.7 100.1 88.2 88.5 97.3 E E E C E 56.1 68.5 61.1 25.4 55.9 C C C B C 19.3 24.7 19.5 14.6 22.1 D E E D E 54.7 75.7 66.8 47.4 73.1 C F E B C 22.3 84.2 56.5 14.0 30.0 C F D C D 33.6 88.7 54.7 27.5 39.3 C C C B C 24.1 29.7 32.2 18.1 28.8 C C C C C 23.9 28.5 29.6 28.6 34.2 D D D D D 45.4 52.5 48.4 36.4 51.6 B B B A A 16.0 18.7 15.3 8.2 4.8 B B B B C 16.2 16.9 19.1 14.5 22.7 B B B B B 11.9 12.4 12.5 14.1 13.3 C D D C C 32.6 35.5 38.0 34.0 34.1 B C D C C 18.1 25.0 36.3 23.0 29.8 E E E D E 60.7 67.9 59.6 49.7 63.7 Post Oak Boulevard Traffic Study Page A3-3

TAB FOUR Dedicated Bus Lane Schematic Post Oak Boulevard Traffic Study

PROJECT NAME:

ANALYSIS OF NUENO RETAIL REPORT

Analysis of nueno retail reports William Whitney, Ph. D UCLA Professor Principal of Arthur Anderson Urban Land Institute Advisor Author Response to Uptown Houston s Dedicated Bus Lane: Wrong System, Wrong Place by Jose Luis Nueno A comparison with other existing and proposed DBL / BRT programs suggests that the Uptown DBL - BRT is perhaps the most responsive yet in terms of taking steps in its design and execution that should minimize negative impacts on the local retail community during the development period. (A detailed, point by point analysis of the Nueno report is available in this packet) John Fransen Vice President, The Hahn Company International Conference of Shopping Centers Urban Land Institute In his executive summary, Professor Luis Nueno issues sweeping, definitive predictions resulting in a drop in sales of 50% to 60% that will force closure of most retailers. He would like the reader of his report to buy into his extreme argument either no construction and status quo (his position) versus a straw man argument he has created a worst case construction nightmare scenario where most retailers are forced to close. This is just not a believable position. Alexander Garvin, M.Arch., M.U.S Adjunct Professor, Yale Vice President, Lower Manhattan Development Corporation Deputy Commissioner, New York City Author The planned investments in Post Oak Boulevard will increase the street s carrying capacity and, with the increase in the number of people on the street, increase property values and generate further private investment far in excess of what will be spent on improvements to the public realm.

In addition to these international experts, local retailers who have successfully served the Houston retail market for decades support the Dedicated Bus Lanes Project, including: Uptown Park (AmReit) BLVD Place (Wulfe & Co.) Post Oak Shopping Center (Tanglewood Corp.) Centre at Post Oak (Weingarten) Galleria (Simon) Richmond Square (Weingarten) Support Project Do Not Support Project Neutral / Unknown