A few thoughts about the Fourth Flood… what we’re seeing right now isn’t anything like Harvey or Allison; its not even Tax Day or Memorial Day. But it’s still showing us some really issues we need to deal with.
Right now, the @hcfcd website (with its live stream gauges and really useful new live inundation feature) is showing all the bayous within their banks. harriscountyfws.org
The @RiceUniversity SSPEED Center’s Flood Alert System on Braes Bayou is predicting that flows past the Med Center will peak around 2:00 pm. (We need one of these predictive systems on every bayou!)
…but my Twitter stream is full of pictures of streets underwater and people are worried about their houses. This isn’t bayou flooding; it’s localized flooding, from water that hasn’t made its way to the bayou. Its one of our biggest flooding problems.
There’s been some really progress here — the City of Houston has been upgrading storm sewers, and neighborhoods built after 1980s infrastructure regulations do a lot better than older neighborhoods — but there’s a lot more we as a region could do.
For one thing, our mapped floodplains are not really relevant for this flooding. Here’s the Memorial City area. Left: FEMA floodplains. Right: modeled local flooding. Look how much the floodplains don’t include! But we don’t have this analysis for most neighborhoods.
Also, other than anecdotal information, we don’t have a really good understanding of what happens to our roadway system in a storm like this. What streets are impassable? What neighborhoods are cut off, and what routes are remain open?
First responders would be able to do their jobs much better if they had this information live. Residents would be less likely to be stranded. And we might identify streets or bridges that could be reconstructed at a higher elevation to keep crucial connections open.
There’s also a lot more we could do to reduce flooding the next time this happens. There are surely small scale drainage projects all over the region that could help, in addition to (and complementary to) the large scale bayou-focused projects.
Better maintenance of ditches and storm sewers would help, too, along with ways to keep debris out of them. (I’ve heard from places like Independence Heights that flooding is worse on trash days since trash bags and cans block the ditches.)
There’s also a whole set of lot-by-lot strategies — grading to move water away from and around houses, front yards depressed to act as really small scale detention — that could do a lot of good in those pre-1980s neighborhoods.
Those tools haven’t been fully analyzed or understood, but if they were, and permitting/financial assistance programs were in place to make it easy for homeowners to implement them, it could prevent flooding that neither large scale projects or new building regulations can.
If we take the things the region is already doing like bayou projects and buyouts and building regulations (all important, and effective) and add more strategies, we can significantly reduce the impact of flooding, not just in big events but in smaller ones like today.
… it feels like we’re at a moment where the county and the city and everyone involved are open to that, and the public will support it. Houston can really innovate here — and make days like today a bit less scary.
More information from the Greater Houston Flood Mitigation Consortium (a really amazing group of local and statewide experts which I’m project manager for): houstonconsortium.com/p/report
The southeast corner of Downtown Fort Worth. I-30 and the former Texas & Pacific (now UP) run left to right. I-35W, the former ATSF (now BNSF), the former SP (now UP), and the former MKT (now UP) cross them.
This the Texas & Pacific station, with its 1931 tower, now end of the line for Trinity Railway Express commuter trains (you can see one departing) to Dallas and TEXRail trains to DFW airport. The commuter rail tracks are alongside, but not connected to, the freight tracks.
This is Fort Worth Central Station, where TRE and TEXRail connect to Trinity Metro buses. North of here the commuter trains dive under BNSF and UP, keeping them separated from the busiest freight lines. Amtrak stops here, too — that’s the Heartland Flyer on its midday layover.
Transit Twitter poll: is the South Shore Line “the last (US) interurban?”
Option 1: the South Shore was built as an interurban and it still carries both passengers and freight on more or less its original route. That’s unique.
Option 2: The trains are commuter rail equipment, the Chicago end is commuter rail, so the South Shore is commuter rail that just happens to run down a street a bit. (In other words, how is the train on the left an interurban when the trains on the right are commuter rail?)
A westbound South Shore Line train passes through Michigan City, IN, on its way from Chicago (about 60 miles west) to South Bend (about 30 miles east.)
Say “South Shore” and someone will say “Last Interurban!” Interurbans were rail lines that used streetcar technology — short electric trains with self-propelled cars, not locomotives — to connect cities. The US built 15,000 miles of interurban track from about 1900-1920.
Interurbans were common elsewhere, too: Canada, Central Europe, Japan. (This is the former OEG near Heidelberg, Germany.)
Natchez Trace Parkway Arches, south of Nashville, 582 ft precast concrete segmental arch bridge, 1994.
At the time it was a revelation — a lot of US cities and highway departments looked at this (and some of the new cable stayed bridges opening around the same time) and thought “Oh wow — bridges can look beautiful!”
The term “signature bridge,” which was silly to begin with (why should we pick only a handful of bridges to look good?) and has now been stretched beyond all recognition, became a part of DOT talk.
Norfolk Southern freight heads south near Burnside, KY on the“Rat Hole,” a section of the line from Cincinnati to Chattanooga.
This railroad, first built 1869-1880, was extensively rebuilt in 1959-1963, reducing curves, flattening grades, and replacing tunnels with huge rock cuts like this one — it’s a rare example of large scale post-WWII engineering on the US freight rail system.
As we talk transportation, urbanism, cities, and racism, Transit agencies, and the transit industry, should not assume we are the good guys, or, as @Jay_Pitter put it, “bringers of solution.”
I’m not singling out transit here. It has not been nearly as destructive an implement of racism as the construction of the US freeway system, and today transit agencies tend to be much more thoughtful about their impacts on people of color than highway agencies.
But race is always there in transit discussions (here's what I said about that in Trains, Buses, People.) And whether we talk about it or not (we usually don’t), it's often the direct or indirect motivation behind transit decisions.