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GREENING AMERICA'S COMMUNITIES
Greening America's Communities is an EPA program to help cities and towns develop an implementable
vision of environmentally friendly neighborhoods that incorporate innovative green infrastructure
and other sustainable design strategies. EPA provides design assistance to help support sustainable
communities that protect the environment, economy, and public health and to inspire local and state
leaders to expand this work elsewhere.
Greening America's Communities will help communities consider ways to incorporate sustainable
design strategies into their planning and development to create and enhance interesting, distinctive
neighborhoods that have multiple social, economic, and environmental benefits.
Brownsville, Texas was chosen in 2016 as one of six communities to receive this assistance along with
Columbia, South Carolina; Honolulu, Hawaii; Multnomah County, Oregon; Muscatine, Iowa and Oklahoma
City, Oklahoma.
More information is available at: https://www.epa.gov/smartgrowth/greening-americas-communities
II
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ACKNOWLEDGMENTS
U.S. ENVIRONMENTAL
PROTECTION AGENCY
Jason Bernagros, Office of Research and Development
Kara Pennino, Office of Sustainable Communities
Laura Gomez, Federal Interagency Initiatives
Adele Cardenas, Region 6
CITY OF BROWNSVILLE
Doro Garcia, Engineering Department
David Licon, Jr., Engineering Department
Ramiro Gonzalez, Government Affairs Liaison
Marina Zolezzi, Office of Grant Management and Community Development
Sylvia Ordeman, Office of Grant Management and Community Development
DESIGN TEAM
Spackman Mossop Michaels
Wes Michaels, Principal
Emily Bullock, Associate
Katie Boutte, Designer
ShaohuaiXing, Designer
Jane Satterlee, Designer
Matty Williams, Designer
Tamara Orozco, Consultant
buildingcommunityWORKSHOP
Jesse Miller, Associate Director
Luis Murillo, Fellow
Christina Houle, Fellow
Elaine Morales-Diaz, Design Associate
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TABLE OF CONTENTS
1 EXECUTIVE SUMMARY V
1 RESUMEN EJECUTIVO VI
2 INTRODUCTION 01
3 DESIGN WORKSHOP (COMMUNITY ENGAGEMENT) 03
k EXISTING CONDITIONS 05
5 DESIGN OPTIONS 16
Site 1: Gateway Bridge
Site 2: Shoreline
Site 3A: International Boulevard at Campus
Site 3B: International Boulevard beyond Campus
Site k\ Performing Arts Center and Buena Vida Community
Site 5: Market Square
6 NEXT STEPS (IMPLEMENTATION STRATEGIES)
7 APPENDIX: ADDITIONAL SITE ANALYSIS
52
56
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EXECUTIVE SUMMARY
The city of Brownsville, Texas is in the process of planning and
implementing policies and projects that aim to improve stormwater
management and improve public space for pedestrians, bicyclists, and
drivers. City staff is particularly interested in exploring improvement in
their historic downtown and along International Boulevardan important
street in Brownsville connecting the city with Matamoros, Mexico. The
boulevard borders the southern edge of Brownsville's historic downtown
and is lined by school campuses, small businesses, and working class
neighborhoods.
The city requested technical assistance from the U.S. Environmental
Protection Agency (EPA) via the Greening America's Communities (GAC)
initiative to develop schematic design options for improving stormwater
management and public space along and in the vicinity of International
Boulevard. The city worked with the EPA and the design team to select five
sites to focus on for development of conceptual designs.
The EPA funded a design team to study the five sites, become familiar
with other planning and visioning efforts, and develop design options
highlighting opportunities for green infrastructure. Green infrastructure
strategies recognize that rainwater acts differently in urban areas than it
does in natural areas. By incorporating natural stormwater approaches in
urban areas, more stormwater can be managed and become an asset rather
than simply a nuisance.
The design team began with a site visit and met community leaders and
residents to discuss the chosen sites. The team documented existing
conditions of the surrounding greater downtown area and the five
individual sites, and then created two design options for each site. One
design presented a short term feasible option, while the other presented
a more ambitious option. During a three day design charrette held June
19, 20, and 21 of 2017, the design team received feedback on the design
options at public stakeholder meetings and public events. Additionally, the
design options were shared at a workshop in the Buena Vida neighborhood
as part of the EPA Building Blocks for Sustainable Communities technical
assistance program. The feedback guided the refinement of the final design
options.
The refined design options generally focus on improving or enhancing
existing public spaces. At streets and sidewalks the design options
enhance the pedestrian experience with more shade, wider sidewalks,
and vegetation while maintaining vehicular traffic circulation. Many
comments made during the charrette related to better connectivity
between areas along International Boulevard. The design options suggest
using pedestrian improvements to increase connectivity between the
boulevard, downtown, and the Buena Vida neighborhood.
Furthermore, stormwater management infrastructure such as stormwater
parks, rain gardens, and tree cells are suggested to help not overwhelm
existing stormwater infrastructure and help mitigate localized flooding.
Additional benefits also include improving water quality and enhancing
the public space along International Boulevard. Public comments were in
favor of green infrastructure as long as there is a realistic maintenance plan
in place that will keep components functional and visually attractive.
There are near-term funding, partnership, and public outreach
opportunities the city can take to implement the design options developed
through the GAC initiative. This process has reinforced the importance
of International Boulevard and the potential this street has to transform
the surrounding area by being more walkable, bicycle friendly, visually
attractive, and environmentally friendly.
v
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RESUMEN EJECUTIVO
La ciudad de Brownsville, Texas, esta en el proceso de planificacion
e implementation de polfticas y proyectos que apuntan a mejorar el
manejo de aguas pluviales y mejorar el espacio publico para peatones,
ciclistas y conductores. El personal de la ciudad esta particularmente
interesado en explorar las mejoras en su centro historico y en International
Boulevard, una importante calle de Brownsville que conecta la ciudad con
Matamoros, Mexico. El bulevar bordea el extremo sur del centro historico
de Brownsville y esta bordeado por campus escolares, pequenas empresas
y vecindarios de clase obrera.
La ciudad solicito asistencia tecnica de la Agencia de Protection Ambiental
de Estados Unidos (EPA) a traves de la iniciativa Greening America's
Communities (GAC) para desarrollar opciones de diseno esquematico
para mejorar el manejo de aguas pluviales y el espacio publico a lo largo y
en las cercanfas de International Boulevard. La ciudad trabajo en conjunto
con la EPA y el equipo de diseno para seleccionar cinco sitios en los cuales
enfocarse para el desarrollo de disenos conceptuales.
La EPA financio un equipo de diseno para estudiar los cinco sitios,
familiarizarse con otros esfuerzos de planificacion y vision, y
desarrollar opciones de diseno que destaquen las oportunidades para
la infraestructura ecologica. Las estrategias de infraestructura verde
reconocen que el agua de lluvia actua de manera diferente en las areas
urbanas que en las areas naturales. A1 incorporar enfoques naturales
de aguas pluviales en las areas urbanas, se puede administrar mas agua
pluvial y convertirse en un activo mas que una simple molestia.
El equipo de diseno comenzo con una visita al sitio y se reunio con lfderes
comunitarios y residentes para analizar los sitios elegidos. El equipo
documento las condiciones existentes del area del centro de la ciudad y los
cinco sitios individuales, y luego creo dos opciones de diseno para cada
sitio. Un diseno presento una option factible a corto plazo, mientras que el
otro presento una option mas ambiciosa. Durante una charrette de diseno
de tres dfas celebrada el 19, 20 y 21 de Junio del 2017, el equipo de diseno
recibio comentarios sobre las opciones de diseno en las reuniones publicas
de partes interesadas y eventos publicos. Ademas, las opciones de diseno
se compartieron en un taller en el vecindario Buena Vida como parte del
programa de asistencia tecnica de EPA Building Blocks for Sustainable
Communities. La retroalimentacion guio el refinamiento de las opciones
del diseno final.
Las opciones de diseno refinadas generalmente se enfocan en realzar
o mejorar los espacios publicos existentes. En las calles y aceras, las
opciones de diseno mejoran la experiencia peatonal con mas sombra,
aceras mas anchas y vegetation, a la vez que se mantiene la circulation
del transito vehicular. Muchos comentarios realizados durante la charrette
se relacionaron con una mejor conectividad entre las areas a lo largo
de International Boulevard. Las opciones de diseno sugieren el uso de
mejoras peatonales para aumentar la conectividad entre el bulevar, el
centro y el vecindario Buena Vida.
Ademas, se sugiere que la infraestructura de gestion de aguas pluviales,
como parques de aguas pluviales, jardines de lluvia y celulas de arboles, no
ayude a abrumar la infraestructura existente de aguas pluviales y ayude a
mitigar las inundaciones localizadas. Los beneficios adicionales tambien
incluyen mejorar la calidad del agua y mejorar el espacio publico a lo largo
de International Boulevard. Los comentarios publicos fueron a favor de
la infraestructura verde siempre que exista un plan de mantenimiento
realista que mantenga los componentes funcionales y visualmente
atractivos.
Hay oportunidades de financiacion, asociacion y participation publica
a corto plazo que la ciudad puede tomar para implementar las opciones
de diseno desarrolladas a traves de la iniciativa GAC. Este proceso ha
reforzado la importancia de International Boulevard y el potencial de esta
calle para transformar el area circundante al ser mas accesible, apta para
ciclistas, visualmente atractiva y respetuosa con el medio ambiente.
VI
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Fort Brown
Resaca
Matamoros, Mexico
PROJECT SITES
*
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A
%
t
Sites / Sitios
iiiiii
Gateway Bridge
Puente Nuevo
Shoreline
Orilla
internationai Boulevard at
Campus
Bulevar Internacional en
el Campus
International Boulevard
beyond Campus
Bulevar Internacional mas
alia del Campus
Performing Arts Center
Centro de artes escenicas
Market Square
Plaza del Mercado
Public open space
Espacio publico abierto
Bodies of water
Cuerpos de Agua
Major streets
Calles principales
Border wall
Muro fronterizo
FIGURE 1 Illustrating the project area in relation to a larger context.
VII
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2
INTRODUCTION
International Boulevard is in a crucial location in Brownsville, connecting
Matamoros, Mexico with Brownsville and beyond. It is immediately
adjacent to historic downtown Brownsville and the two higher education
campuses: the University of Texas Rio Grande Valley (UTRGV) and Texas
Southmost College (TSC). Momentum to improve the project area and the
overall downtown has been building, placing International Boulevard in an
important role for the continued development of the city.
In 2015, Brownsville was designated a Main Street City by the Texas
Historical Commission, making revitalization resources available to the
city and downtown business and property owners. Additionally, the city is
currently transforming the historic Market Square area into a pedestrian
plaza, and next door the historic Stegman building is under construction,
being transformed into a performing arts academy. These and several
other exciting developments are working to make downtown more of
a destination, and are important factors that framed the context for the
downtown sites.
International Boulevard was once an international commercial trucking
corridor. Eighteen wheel trucks would travel between U.S. Highway
69/77/83 to the north and Gateway International Bridge to the south. A
new international crossing, Veterans Bridge, opened in 1999 becoming
the trucking route between Brownsville and Matamoros. Though the truck
traffic has moved, International Boulevard remains a road built for truck
traffic. The road is oversized for the amount of traffic it carries, having
four wide directional lanes, a wide continuous center turning lane, and
wide shoulders. The road disconnects the neighborhoods on the east
with those on the west and disconnects the downtown area with TSC and
UTRGV. There is a sidewalk on both sides of the road but it is intersected
by many commercial driveways and parking areas. The wide roadway
encourages high speeds, making walking and biking feel unsafe. There are
a few crosswalks across International Boulevard but there is only one safe
intermediate waiting area in the middle of the street. The existing crosswalk
lengths take a long time to cross, but the signaled time to cross is too short
to walk at comfortable speeds. Additionally, the time between crossing
signals is inconveniently long. There are almost no trees or vegetated
areas along the road, creating an unshaded, uncomfortable condition for
pedestrians and bicyclists. The region's high temperatures and humidity
make unshaded areas very uncomfortable. Stormwater runoff carries
contaminants from the large road surface into storm drains that lead
directly to resacas or to the Rio Grande. Resacas are a result of the historic
annual flooding of the Rio Grande prior to the levees being built that run
along the river today. The historic flood waters carved new channels that
remained filled with water when the floodwaters receded. Resacas are the
water filled remnants of those channels.
Draining stormwater out of the city is a process that requires coordination
with other entities. Drainage canals and resacas are maintained by county
irrigation districts, drainage districts, and/or by the Brownsville Public
Utilities Board. Draining into the Rio Grande requires coordination with
irrigation districts and the International Boundary & Water Commission.
Green infrastructure strategies that slow down stormwater can assist in
successful coordination with other entities. Green infrastructure is a cost-
effective approach to improving and increasing the capacity of traditional
drainage infrastructure systems that also provides multiple community
benefits. These strategies are designed to mimic nature by slowing and
filtering stormwater before it reaches either the traditional storm drainage
system or a natural body of water.
The design process for the GAC initiative began with a site visit where the
design team walked the five individual sites with city staff, and were given
a driving tour of the greater downtown area. The five sites were discussed
in detail with city staff and other stakeholders to gain comprehensive input
on the sites. The design team met many residents and community leaders
by attending a Cyclobia; a regular event where downtown streets are
temporarily closed to vehicles but open to pedestrians and bicycles.
1
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Hie major community concerns heard during the site visit focused on
getting safely around downtown, improving the appearance of downtown,
and improving drainage to minimize flooding. Tlie two biggest pedestrian
concerns were the need for safer crossings at the Gateway International
Bridge and across International Boulevard. However, there was also the
need to avoid delaying vehicular traffic. Enhancing sidewalks, green
areas, and other public spaces were suggested for improving the image of
downtown.
To help city residents and city staff weigh potential options to addressing
their priorities, the design team created two design options for each site, to
receive feedback on. One of the designs for each site presented a short term
feasible option; while the other presented a more ambitious option. Each
design option showcases how green infrastructure can be incorporated in
each site to help mitigate flooding and create more pleasant places, and
how smart growth ideas can improve pedestrian access and safety.
2
FIG U R E 2 The Rio Grande River in Brownsville, Texas.
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COMMUNITY ENGAGEMENT
WORKSHOP DESCRIPTION
The design team gathered feedback on the design options in two ways: five
stakeholder meetings and two public events.
The team held small stakeholder meetings where each meeting focused on a
theme: downtown business and arts community, movement, border operations,
built environment, and green infrastructure. Each stakeholder meeting focused
on different aspects of the design options, in order to gather unique feedback from
each stakeholder group.
FIGURE 3 Community members review multiple design options on site during a charrette.
The first public event was a walking tour of the five sites where residents
experienced the existing benefits and challenges of each area. One of the more
memorable experiences was the challenge attendees had crossing International
Boulevard on foot. During the walking tour of the five sites, the design team
presented the design options and precedent studies with display boards. The
second public event was a presentation of the revised design options based on
everyone's feedback.
STAKEHOLDER FEEDBACK
The downtown business owners and the art community stakeholder group
prioritized better connections, better pedestrian and bicycle infrastructure,
parking, and landscaping that is well maintained. They envisioned a better
connected historic downtown with the TSC and UTRGV campuses, in order to
make downtown more of an experience for students and faculty. Business owners
noted that more pedestrians are better for business, and improvements like
shaded sidewalks and safe bike areas would create a better walking and biking
experience. The art community suggested incorporating artists into revitalization
projects, especially projects with highly visual aspects such as creating visually
attractive sidewalks.
The movement stakeholders included city traffic department officials, bicycle and
pedestrian advisory committee members, a federal transportation official, and
city public transportation officials. Their priority issues and goals focused on safe
bike and pedestrian infrastructure and avoiding traffic backups. The stakeholders
had concerns that a single vehicle lane each way on International Boulevard
would back up traffic, but did favor formalizing drop off and pick up areas near the
bridge. The group favored bikeways that were separated from roadways and the
approach to creating safer pedestrian crossings.
The priority issue of the border operations stakeholder group included concern
that public space near the international bridge proposed in the design options
should not offer direct views of border operations. They shared the goal of
3
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THE DESIGN PROCESS
n>!<'
INITIAL
DESIGNS
COMMUNITY
FEEDBACKAND
REVISIONS
CHARRETTE AND
STAKEHOLDER
MEETINGS
COMMUNITY
FEEDBACKAND
REVISIONS
FINAL
PRESENTATION
COMMUNITY
FEEDBACKAND
REVISIONS
FINAL REPORT
FIGURE k A diagram of the design process.
improved pedestrian safety near the bridge. A representative from the Customs
and Border Protection Services shared that a redesign of the bridge crossing had
been developed that included pedestrian safety improvements. No specific details
of the plan were mentioned, but plans would be shared, if and when there is
funding, so details may be coordinated appropriately.
The built environment stakeholder group included architects and city staff. An
architect brought forward the importance of ensuring design cohesion between
the five different sites. Stakeholders recognized there is an opportunity to celebrate
the history of Alice Wilson Hope Park with park enhancements. The park is the site
where ferries transported people and goods across the river before bridges were
built. The park is also recognized as one of the starting points for the Chisholm
Trail, a historic cattle driving route.
The priority issue of the green infrastructure stakeholder group was ensuring
maintenance plans are feasible and followed. Some civil engineers and city staff
had concerns that permeable pavers are difficult to keep fully operational. They
also pointed out the importance of ensuring irrigation is used for planted areas
during dry periods.
PUBLIC MEETING FEEDBACK
The walking tour presented a unique opportunity for residents to think about and
offer feedback on downtown, International Boulevard, and the spaces in between.
The intrigue of the event was effective in drawing participants with different views
and experiences of the five sites.
The feedback on the tour was geared to the pedestrian and biking experience,
and to landscape design. Envisioning the pedestrian improvements at the very
sites on which they were proposed was useful for seeing the importance of better
connections between downtown and TSC/UTRGV, and for seeing the potential of
the alleyways.
The second public meeting was a presentation of the revised design options. One
design option for each site was presented which included a perspective image of
the design option. The feedback was positive and the potential for the alleyways
was echoed. The importance of a budget for a landscape maintenance plan was
again reinforced.
k
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SI EXISTING CONDITIONS
For each of the five sites, existing vehicular and pedestrian movement, pedestrian and vehicular conflict
areas, stormwater infrastructure, cultural and commercial amenities, and open space were assessed.
FIGURES 6-8 Existing site views (numbers correspond to viewpoints on site map)
SITE 1: GATEWAY BRIDGE
Vehicular and pedestrian traffic centers around the international crossing, but the infrastructure for both means
of travel is not well defined or responsive to either pedestrian or vehicular needs. In the one block between the
border crossing and Washington St. (image 1), there are 13 pedestrian/vehicle conflict possibilities (figure 9).
Pedestrians who cross from Matamoros, MX and walk to downtown, have to negotiate five vehicle crossings;
only one of these has a crosswalk signal. The intersection of Washington Street and International Boulevard is
very large compared to the traffic volume. The large road width creates a difficult situation for pedestrians who
wish to cross (image 2).
The site is adjacent to open space located along TSC's campus and a small triangular county park (image 3)
between the campus and International Bridge crossing, where people wait in tree shade for rides. Two
smaller open spaces are on either side of Elizabeth St. and present potential for better public space
development.
FIGURE 5 AmapofSitel.
5
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crossing
uYiini""
Site 1: Gateway
Bridge / Sitio 1:
Puente Nuevo
Vehicle Movement
Movimiento vehicular
Pedestrian Movement
Movimiento peatonal
Pedestrian/ Vehicular
conflicts
Conflictos entre
peatones y vehiculos
Stormwater inlets
Entradas de drenaje
Stormwater pipes
Tuberias de drenaje
Art and Culture
Arte y Cultura
Grocery / convenience
Supermercado y tiendas
Schools & Universities
Equelas y Universidades
Government
Gobierno
Public open space
Espacio publico abierto
Trees
Arboles
Him
Bodies of water
Cuerpos de Agua
100-year floodplain
Planta de inundacion de
100 ahos
Border wall
Muro fronterizo
FIGURE 9 An analysis of Site 1.
t
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SITE 2: SHORELINE
Alice Wilson Hope Park is the only area of shade on Sam Perl Boulevard for pedestrians who cross the
Brownsville and Matamoros International Bridge; which currently is a long unshaded walk to and from
downtown.
Alice Wilson Hope Park provides open space for residents to enjoy, but the park is difficult to access due to lack
of cross walks, pedestrian crossing signals, and wheel-chair accessible paths (image 1). Both Sam Perl Boulevard
and St. Charles/13th Street have wide traffic lanes which encourage drivers to travel at high speeds. The park is
further limited by the border fence (image 2) which limits views and access to the river and river bank (image 3).
A portion of stormwater runoff from downtown, is discharged to the Rio Grande at an ou tfall near Alice
Wilson Hope Park. The city of Brownsville has plans to renovate a pump house near the park. These present
opportunities for enhancing the park with green infrastructure.
FIGURES 11 -13 Existing site views (numbers correspond to viewpoints on site map)
FIGURE 10 A map of Site 2.
9
7
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FIGURE 14,4w analysis of vehicular movement at Site 2.
8
' wggjMffi
i ce Wilson
Hope Park
Site 2: Shoreline/
S/f/o 2; Orilla
Vehicle Movement
Movimiento vehicular
Pedestrian Movement
Movimiento peatonal
Pedestrian/ Vehicular
conflicts
Conflictos entre
peatones y vehiculos
Bus Stops
Paradas de autobus
Stormwater pipes
Tuberias de dreriaje
Bus Routes
Rutas de autobus
Art and Culture
Arte y Cultura
Grocery / convenience
Supermercado y tiendas
Schools & Universities
Equelas y Universidades
Government
Gobierno
Public open space
Espacio publico abierto
T rees
Arboles
Bodies of water
Cuerpos de Agua
100-year floodplain
Planta de irtundacidn de
100 anos
miii Borderwall
Muro fronterizo
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SITE 3A: INTERNATIONAL BOULEVARD AT CAMPUS
FIGURES 16-18 Existing site views (numbers correspond to viewpoints on site map)
There are many cultural and educational amenities in the vicinity of this site, but there is a lack of connectivity
between them. The large width, wide lanes, and turn lanes of International Boulevard make it difficult for
pedestrians to cross (image 1-3). Students of TSC and UTRGV who park downtown or use Brownsville Metro and
arrive at the main transfer station, experience a difficult street crossing at International Boulevard before arriving
on campus.
The current layout of International Boulevard creates a barrier between the two campuses and downtown, but
there is potential for a better connection. For example, there is a large area of green space with many trees along
the International Boulevard campus frontage that is generally unused.
The large amount of asphalt on this site is due to the width of International Boulevard and the nearby parking
areas on campus. Stormwater runoff from these paved areas flows directly into storm drains.
FIGURE 15 A map of Site 3A.
9
9
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SITE 3B: INTERNATIONAL BOULEVARD BEYOND CAMPUS
The block between Tyler Street and Polk Street (image 1 -3) was selected because it is typical of this portion of the
boulevard; and it is two blocks away from the Buena Vida housing development.
The large lane widths, central turning lane, and shoulders at campus continue north to this portion of the street.
The edge condition varies from campus in that there are many businesses that have curb cuts or parking lots that
flank the street frontage. The numerous curb cuts make the pedestrian and bicycling experience difficult, as cars
maybe coming in and out of businesses.
%
5000 FEET N
FIGURE 19 A map of Site 3B.
j Si aq
FIGURES 20-22 Existing site views (numbers correspond to viewpoints on site map)
10
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100 anos
FIGURE 23 Analysis of existing conditions on International Blvd. at Texas Southmost College.
Site 3: Campus /
Sitio 3: Campus
Vehicle Movement
Movimiento vehicular
Pedestrian Movement
Movimiento peatonal
Pedestrian/ Vehicular
conflicts
Conflictos eritre
peatones y vehiculos
Bus Stops
Paradas de autobus
Inlets
Entradas
Stormwater pipes
Tuberfas de drenaje
Bus Routes
Rutas de autobus
Schools & Universities
Equelas y Universidades
Art and Culture
Arte y Cultura
Grocery / convenience
Supermercado y tiendas
Government
Gobierno
Public open space
Espacio publico abierto
Trees
Arboles
100-year fioodplain
Planta de inundacion de
11
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SITE 4: PERFORMING ARTS CENTER AND BUENA VIDA COMMUNITY
There are many cultural, commercial, and open space amenities in downtown that residents of the Buena Vida
neighborhood access. Most of the neighborhood is residential. There is one park (image 1) in the Buena Vida
neighborhood and an occasional small business.
Pedestrian foot traffic is common between residents of the Buena Vida neighborhood and downtown; however
the sidewalks along most of the connecting streets are narrow and do not provide a pleasant pedestrian
experience (image 2). The streets between Buena Vida and downtown are one way streets, with occasional traffic
lights. This encourages drivers to drive fast, which makes walking along the street feel unsafe at times. Many bus
lines pass through the Buena Vida neighborhood; going to and from the main transfer station, at the transition
between downtown and Buena Vida (image 3).
m m
Stormwater runoff from this area flows directly into the resaca located north of the neighborhood, underneath
U.S. Highway 69/77/83. The entire stormwater system in this neighborhood is curb and gutter with storm drains.
FIGURE 2k A map of Site 4.
Tooo FEET ^
PERFORMING ARTS CENTER
MARKET SQUARE
BUENA VIDA COMMUNITY
i-ii V >'¦% -7??
sS M
FIGURES 25-27 Existing site views (numbers correspond to viewpoints on site map)
12
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SITE 5: MARKET SQUARE
There are three main land uses that drive the day to day activity in this site. The first is Market Square (image
1), which provides open space in downtown and will soon provide additional open space when the renovation
is completed, estimated to be by the end of 2017 (image 2). The second is Washington, Adams, 11th, and 12th
streets, which all contain small businesses and restaurants that bring residents and visitors downtown every
day. The third is the entertainment district on Adams Street which brings in night life, especially on the
weekends. This will be augmented by the soon to be completed performing arts center; bringing more cultural
activity, which is expected to be completed in 2018.
Vehicular and pedestrian traffic is more balanced than the other sites, but vehicular traffic is still dominant.
Traffic lights are on a faster rotation than other sites, providing more pedestrian crossing opportunities.
Sidewalks are adequate for pedestrian movement, but do not provide adequate space for stopping or resting
(image 3). Shade is limited due to palm trees and inconsistent and deteriorating building awnings.
Stormwater runoff from roofs, sidewalks, and streets flow directly into storm drains, located at the curb and
gutter of the streets.
FIGURE 28 A map of Site 5.
FIGURES 29-31 Existing site views (numbers correspond to viewpoints on site map)
13
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FIGURE 32 A map of connections between downtown Sites 4 and 5.
Sites 4: Performing
Arts Center and
Buena Vida
Community
Sitios 4: Centro de
artes escenicas
y Buena Vida
Comunidad
Vehicle Movement
Movimiento vehicular
Pedestrian Movement
Movimiento peatonal
Bus Stops
Paradas de autobus
Storm water pipes
Tuberias de drenaje
Bus Routes
Rutas de autobus
Art and Culture
Arte y Cultura
Government
Gobiemo
Grocery / convenience
Supermercado y tiendas
Public open space
Espacio publico abierto
100-year floodplain
Planta de inurtdacidn de
100 anos
14
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z
A
City Hall
Sites 5: Market
Square Sitios 5:
Plaza del Mercado
Vehicle Movement
Movimierito vehicular
Pedestrian Movement
( Movimierito peatonal
o
Bus Stops
Paradas de autobus
Inlets
Entradas
Stormwater pipes
Tuberias de drenaje
Bus Routes
Rutas de autobus
Art and Culture
Arte y Cultura
Government
Gobierno
Public open space
Espacio publico abierto
Trees
Arboles
HXl\
FIGURE 33 Analysis of downtown transportation and amenities.
15
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5
DESIGN OPTIONS
Fort Brown Resaca
Matamoros, Mexico
FIGURE 34 Illustrating the project area in relation to the larger context.
© Site 1: Gateway Bridge
£2) Site 2: Shoreline
©Site 3A: International
Boulevard at Campus
©Site 3B: International
Boulevard Beyond Campus
(4) Site 4: Performing Arts
Center and Buena Vida
Community
(5j Site 5: Market Square
Site Locations
Public open space
Bodies of water
inn Borderwall
16
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DESIGN OPTIONS
SITE 1: GATEWAY BRIDGE
LAYOUT AND PROGRAM
The major issues and concerns at this site, as observed by the design team
and voiced during the charrette, were pedestrian safety and comfort,
disorganized traffic, and how the large amount of asphalt creates an
unfriendly and unwelcoming user experience. Hie design option works to
address these issues and concerns in several ways.
Hiis design increases pedestrian safety and addresses traffic, by better
organizing vehicular pathways entering and exiting through U.S. Customs
and Immigration. A lush, tree-lined median near this entry point slows and
reorganizes traffic on International Boulevard and acts as a focal point,
with unique welcoming signage and a lush planted berm (figures 37 and
38). While the median is not meant to be activated on the western side
near U.S. Customs and Immigration, the eastern side can be occupied by
commuters and students crossing from campus to downtown. In addition
to pedestrian safety, the unwelcoming nature of the site is addressed by
visually improving upon the existing connection between Matamoros, MX
and Brownsville, Texas. The design seeks to meet the local community's
desires to create a beautiful, iconic, and monumental gateway at the U.S. /
Mexican Border.
The design option further addresses pedestrian comfort by creating
two public gathering spaces by replacing a portion of West University
Boulevard, connecting it to International Boulevard. One of these spaces,
the "campus plaza," is an open plaza space that connects to campus and
enhances the existing Xeriscape Park, where people currently wait for
rides after crossing from Matamoros. This plaza serves as a flexible multi-
use space for students and community members. The second space,
a "stormwater park," will provide increased stormwater management
capacity at the site.
These pedestrian comfort components also help create better traffic
flow. Drop-off and pick-up points are very important at the international
crossing. The design better organizes traffic around the site and provides
travelers with a shaded space for refuge. The primary waiting and loading
zone is located on International Boulevard, directly off the campus plaza
and features a shade structure and ample plaza space. The taxi pickup
is located on West University Boulevard near the stormwater park; and
the drop off area is located on East Elizabeth Street. Hie separation and
distinction of these three points serves to clearly organize traffic around
this intersection.
The design for the site utilizes several methods for storing and treating
stormwater. Hie stormwater park to the south of the campus plaza
highlights stormwater as a major park feature. Hie purpose of the park is
to detain, or hold, water during a rainstorm and then slowly release the
water into the ground and the stormwater system. Hiis slow release keeps
the overall stormwater infrastructure system from becoming overwhelmed
with rainwater, helping to reduce localized flooding. Hie stormwater
park holds the water in planted detention areas. Hiis cleans the surface
water runoff and helps to improve the water quality before it goes into
the stormwater system. Additionally, the stormwater park acts as an
educational feature for the college and community, where park-goers can
learn about the importance of stormwater management; and can interact
with the native fauna and flora. In addition, the campus plaza and the
International Boulevard median feature permeable pavers and a series of
rain gardens to reduce stormwater runoff.
FIGURE 35 Before:A view of International Boulevard toward Texas Southmost College.
17
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STORMWATER
PARK
FIGURE 36 A design proposal for Site 1.
18
0 FLEXIBLE PLAZA SPACE
WITH PERMEABLE PAVING
H| SLOWTRAFFIC
AT ENTRANCE TO
INTERNATIONAL BLVD. BY
REDUCING LANE WIDTHS
AND ADDING MEDIAN
:j| PLANTED BERM AND
WATER WALL WITH ENTRY
SIGNAGE
0 PRIMARY WAITING ZONE
AND PICK UP
0 TAXI PICK UP
0 TRAFFIC TABLES
DROP OFF AREA
0 STORMWATER PARK A
PARK WITH DETENTION
BASINS AND LUSH
PLANTING THAT MANAGE
STORMWATER AND
PROVIDE EDUCATIONAL
OPPORTUNITIES FOR THE
COMMUNITY
0 ENTRY PLAZA: A PLAZA
THAT SLOWS AND
DIRECTS TRAFFIC
^ PERSPECTIVE VIEW,
FIGURE 37
-------
FIGURE 37 After: A view of the design proposal at International Boulevardfrom East Elizabeth Street toward Texas Southmost College, featuring a lush planted berm and unique
welcoming signange incorporated into a water wall
19
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WATER WALL ALONG
STREET FRONT
SIDEWALK
PLANTED BERM
-------
SITE 1: GATEWAY BRIDGE
RELEVANT DESIGN PRECEDENTS
FIGURE 39 Uptown Circle, Normal, Illinois
PHOTO CREDIT cityparksblog.org
FIG U R E 40 Uptown Circle, NormalI, Illinois
PHOTO CREDIT uptownnormal.com
Traffic calming plazas can help calm and organize traffic and create pedestrian safe zones. They
can also serve as a plaza space or waiting zone within a transportation hub.
BINGHAMTON COURTHOUSE
TRAFFIC CALMING CIRCLE
FIGU RE 41 Binghamton Courthouse Traffic Circle, Binghamton New York
PHOTO CREDIT commons.wikimedia.org
FIGURE 42 Binghamton Courthouse Traffic Circle, Binghamton New York
PHOTO CREDIT landscapeonline.com
21
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ft
; S :
FIGURE 43 Manassas Park Elementary School in Manassas Park, VA.
PHOTO CREDIT ASLA.org/2011awards
Planted detention ponds store and slow stormwater runoff, mitigating
flooding in the surrounding areas. Detention ponds also act as an
educational feature, providing community members and students with an
outdoor classroom or a space for social gatherings.
-------
DESIGN OPTIONS
SITE 2: SHORELINE
LAYOUT AND PROGRAM
Hie priority issues and concerns of this site, as observed by the design team
and voiced during the charrette, are that Alice Wilson Hope Park is cut off
from downtown by streets that lack safe pedestrian crossings; cut off from
the river by the border wall; and a lack of programming within the park.
Hie overall design acknowledges the constraints and parameters of
designing near a border protection wall. The adjacent land use upriver
to the park include U.S. Customs and Border Protection, which does not
wish to have park visitors observe its operations. The site also has adjacent
commercial properties upriver, downriver, and across the city streets. The
design proposal looks to increase community connections and visibility
to the park along various street frontages, and to create a destination point
within the park.
The design seeks to address these issues and enhance Alice Wilson Hope
Park by creating a dynamic park space, with an iconic observation tower;
and flexible open space for large events and recreational activities. To
accommodate these features, the park will expand from approximately
1.3 acres to 5 acres, including the Rio Grande embankment, extending
downriver to the Gateway International Bridge.
The observation tower serves as the main focal point of the park and a
destination for the communitya key desire expressed by the community
during the engagement process (figures 46, 50, and 51). The tower will
provide locals and visitors with a space for bird watching or educational
opportunities for community members (figure 48). The architecture is
suggested to be iconic; the tower needs to be accessible to persons with
disabilities; and shall not offer direct views of the U.S. Customs and Border
Protection operations. Surrounding the tower, open park space will provide
community members with a place for active recreation and local events.
The design proposes to strengthen connections to downtown along Sam
Perl Boulevard, East St. Charles Street, and East St. Francis Street, by
increasing AD A accessible access points and introducing green streets
amenities, like crosswalks, bump outs, street trees, and bike lanes. In
addition, the park will be made more visible with a terraced garden,
attractive signage, and a ramp welcoming visitors into the park. These
features will help create a more easily accessible and exciting experience.
Pedestrian connections to the two adjacent international bridges into
Matamoros should also be enhanced; and link the park's walking trail to
proposed improvements on International Boulevard.
Rain gardens along the street frontage edges and riverfront edges of the site
collect and treat stormwater runoff from two major drainage outfall points.
A stormwater park on the river side of the border wall, cleanses stormwater
runoff through a series of terraced rain gardens before entering the Rio
Grande; providing habitat for local fauna and flora. Hie stormwater park
will also serve as overflow capacity for the Rio Grande during large storm
events, mitigating potential flooding impacts (figure 49).
FIGURE kk Before:A view of site 2.
23
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CREATE A BIKE/
PEDESTRIAN CORRIDOR
(COMPLETE STREET)
/V
MATAMOROS. MEXICO
FIGURE 45 A design proposal for Site 2.
2A
0 BIRD OBSERVATION
DECK AND NATURE
CENTER. UPPER
PLATFORM HEIGHT LESS
THAN BORDER WALL
HEIGHT
0 STORMVVATER
COLLECTION POINTS:
RAIN GARDEN
FILTRATION SYSTEM
CLEANS WATER BEFORE
ENTERING THE RIO
GRANDE RIVER
© STORMVVATER PARK
@ CONNECTIONS TO
COMMUNITY
PERSPECTIVE VIEW,
FIGURE 46
PERSPECTIVE VIEW,
FIGURE 48
-------
FIGURE 46 After: A rendering of the Site 2 design proposal. This view includes the observation tower and running trails along with stormwater management features like rain gardens.
25
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FIGURE 47 Before: A view of Site 2.
ADA accessible ramp.
26
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SITE 2: SHORELINE
RELEVANT DESIGN PRECEDENTS
FIGURE 49 Buffalo Bayou, Houston, Texas
PHOTO CREDIT SWAGroup.com
Waterfront parks can utilize stormwater management practices, mitigatingflooding
in the surrounding areas. Biking and walking trails can connect to the surrounding
pedestrian infrastructure and promote healthy living in communities.
Observation decks and pavilions serve as a destination within the park for community
gathering, outdoor education, and bird-watching.
HGURE 50 City Park Observation Deck, New Orleans, Louisiana.
PHOTO CREDIT SpackmanMossopMichaels.com
PAVILION
FIGURE 51 Bird Observation Tower. Graswarder, Germany
PHOTO CREDIT GMP-Architekten.com
27
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DESIGN OPTIONS
SITE 3A: INTERNATIONAL BOULEVARD AT CAMPUS
LAYOUT AND PROGRAM
Issues and concerns at this site, as observed by the design team and
voiced during the charrette, focused on the lack of connectivity between
downtown and the TSC and UTRGV campuses. This lack of connectivity
is due to the 84 feet width of International Boulevard and the lack of safe
pedestrian crossings across the boulevard. Hie goal of the design option
for this site is to create a unique and desirable streetscape with safer access
points to downtown businesses.
The design option for this segment of International Boulevard addresses
these issues and concerns by focusing on redesigning the traffic layout and
providing better pedestrian and bicycle infrastructure along and across
International Boulevard.
Hie design option adjusts the width of the vehicular lanes and removes
parking on the campus side of International Boulevard, to create a safer
street that is more desirable for the community. Overall, the existing
vehicular use of the street (parking, drive, and turning lanes) is reduced
from 84 feet to 52 feet. Community members suggested eliminating
parking along the campus side of International Boulevard. In addition
to that, parking along the down town edge of the street is reduced from
10 feet to 8 feet wide, and the shoulder along both sides of the street is
removed. These parking recommendations are based on the large amount
of available free, metered, and campus controlled parking within walking
distance of the site. Currently, the city ordinance specifies parallel parking
spaces to be 9 feet by 22 feet. The design team proposes a policy update
for the city that reduces the parallel parking space requirement to 8 feet
by 20 feet. This allows for more flexibility in design and increased planting
opportunities along the street edge.
The space saved by reducing vehicular traffic lane and parking width
is redistributed to the sidewalk on both sides of the street as well as the
planted median. The center turning lane is transformed into a planted
bioswale median, framing the streetscape and capturing and storing
stormwater. The design also features generous space for a shared bike/
pedestrian path that serves as the campus "art walk" along the campus
28
edge of International Boulevard. Hie art walk provides the campus with a
unique opportunity to develop an identity and branding feature. A tree-
lined streetscape forms a buffer between vehicles and pedestrians. There is
ample space along the campus art walk for site amenities, like benches and
an iconic paving pattern; which provide a unique character and identity to
the shared path.
Through this design option, the reduction of hardscape surfaces creates
multiple benefits, including increased opportunities for shade and reduced
surface water runoff. These improvements to the roadway have several
benefits. They enhance pedestrian access and interaction between the
campuses and downtown businesses. Hiey aid in improving public health
and safety of the community. Hie improvements calm traffic and improve
pedestrian safety, increasing the likelihood of more pedestrian activity
(figure 57). Finally, they meet Texas Department of Transportation's
(TXDOT's) stormwater best management practices. More information can
be found at: http://www.txdot.gov/inside-txdot/division/environmental/
swmp.html. Overall, the design for International Boulevard along the
TSC and UTRGV campuses edge creates a safe and enjoyable space for
biking and walking, while defining a unique campus edge for students and
visitors.
-v-v, V>v-
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-------
ENHANCE CAMPUS
ENTRYWAY
A BIOSWALE AND
W STREET TREE
PLANTINGS
A ART WALK: SHARED
PEDESTRIAN/BIKE
PATH
PARKING
{£} BIOSWALE MEDIAN
e TRAFFIC TABLE
d PERSPECTIVE VIEW,
FIGURE 57
FIGURE53 ,4 design proposal for Site 3.
29
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iO-i
m
Fort Brown
Elizabeth St
Intl Bridge
Mexico
11'
10'
7'
10'
12'
12'
16'
12'
12'
10'
6'
walking path /
landscape
side-
parking /
lane / carril
lane / carril
striped median &
lane / carril
lane / carril
parking /
side
camino buffer I area walk/ estaciona-
turn lane/mediana
miento rayada y carril de
vuelta
FIGURE 54 An existing section cut of International Boulevard, showing pedestrian paths, landscape buffer, and traffic lane dimensions.
depaisaje banque-
ta
estaciona-
miento
walk/
ban-
queta
CAMPUS EDGE
PLANTING
STREET TREES WITHIN
PLANTED BIO-SWALE MEDIAN
SHARED
PATH
BIOS
SWALE
DRIVE
DRIVE
MED AN
DRIVE
SOIL CELLS
UNDERNEATH STREET
TREES
r Wl
DRIVE
PARK
EXPANDED SIDEWALK
WITH PERMEABLE PAVING
WALK
12-25' 15' 11'
FIGURE 55 A proposed street design for site 3.
11
11
24'
11
11'
8-12'
30
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FIGURE 57 After: A rendering of improvements on International Boulevard on Texas Southmost College Campus with new street trees in a planted bioswale and a shared path.
31
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SITE 3: INTERNATIONAL BLVD AT CAMPUS
RELEVANT DESIGN PRECEDENTS
FIGURE 58-59 Shared Paths, Sydney, Austrailia,
PHOTOCREDIT SpackmanMossopMichaels
Shared bike and pedestrian paths create a safe, flexible zone for users and encourage
walkability in cities.
32
fSWMIAMiEHO
TfCHABO
FIGURE 60 Tabacalera, Mexico City
PHOTO CREDIT marketurbanism.com
Complete streets are safe, attractive places for people. On busy roads, they include
sidewalks and bicycle routes. On quiet neighborhood streets, they may feature leafy
shade trees and lower traffic speeds, is public spaces, complete streets are inviting and
accessible places to walk, bike, or ride for people of all ages and abilities.
-------
DESIGN OPTIONS
SITE 3B: INTERNATIONAL BOULEVARD BEYOND CAMPUS
EXPANDING THE DESIGN SCOPE
During the workshop the community requested additional guidance for
the design of the entire length of International Boulevard. In response, the
design team developed a typical street section (figure 63) that builds off of
the character of the design option for International Boulevard at the TSC
and UTRGV campuses. This specific block was selected because it is typical
of this portion of the street, and it is two blocks away from the Buena Vida
housing development.
The existing roadway can be reduced from 74 feet to 48 feet by reducing
lane width; removing the shoulders along the edge of the street; and
removing the continuous turn lane. This space can then be added to the
pedestrian right of way as sidewalk and median space. The sidewalks
become well defined at 15 feet with new paving and strategic planting of
trees and soil cells where possible. Currently, many businesses have curb
cuts or parking lots that flank the street frontage. This becomes an obstacle
when designing a pedestrian-oriented, tree-lined streetscape. The design
option relies on effective access management (reducing and consolidating
driveways) and a tree-lined central median with a shared bike and walking
path (figure 64). Well defined crossing zones and bicycle forward stop
bars at the intersection of International Boulevard and Ridgely Road, will
seamlessly transition the bike and pedestrian path on the northern section
of International Boulevard, to the shared path on the southern section
along the campus edge. A bicycle forward stop bar is a place for bicyclists
to stop in front of motorists at intersections, giving bicyclists a clear view
of the intersection, a shorter crossing distance, and making bicyclists more
visible to motorists (figure 68).
In order to fully complete a green street with a consistent tree-lined
streetscape and an uninhibited bike/ pedestrian path, the city will need
to review the building ordinance along this state highway; and work
with TXDOT to adjust the existing traffic structure. This would include
exploring an ordinance change that requires any new development directly
abutting the sidewalk, to have parking at the rear; possibly accessed by side
streets, where possible, in order to create a more comfortable sidewalk and
allow for more street trees and plantings. These types of street redesign and
land use changes will go a long way in uniting neighborhoods on either
side of International Boulevard. An added benefit is that a green, tree-lined
International Boulevard will fit into the community's vision of a future
green corridor under the highway overpass to the north.
33
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OPPORTUNITY TO CREATE PARK UNDER
INTERSTATE WITH BIKE
AND PEDESTRIAN PATHS
SECTION
OPPORTUNITY TO CREATE COMPLETE
STREET AND CONNECT TO SHARED PATH
ALONG CAMPUS EDGE
CURRENT PROPOSAL FOR COMPLETE
STREET AND SHARED PATH ALONG
CAMPUS EDGE
TEXAS SOUTHMOST COLLEGE
AND UT RIO GRANDE VALLEY
F! G U R E 61 A diagram of opportunities to expand design concepts along International Boulevard.
34
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1
MUCH OF INTERNATIONAL BLVD
HAS PULL-OFFS INTO BUSINESSES
AND PARKING LOTS FLANK THE
STREET FRONTAGE
WALK AND
BUSINESS
BUSINESS
DROVE AND
TURN
PROPERTY
DRIVE LANE
GIUTTER
DRIVE
LANE
DRIVE
WALK AND
DRIVE A|JD BUSINESS
GUTTER DR|VE LANE
BUSINESS
PROPERTY
12-14'
5'
12'
12'
16'
1 2'
12'
5'
12-14'
MB
(Ml
FIGURE 62 An existing section cut of International Boulevard between Tyler St. and Polk St.
I)
mm
35
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STREET TREES AND SOIL CELLS
WHERE POSSIBLE
CHANGE DEVELOPMENT POLICIES TO
MOVE PARKING AWAY FROM ROADWAY
TO REAR OF BUILDINGS AND DECREASE
POINTS OF VEHICULAR ACCESS
DRIVE
DRIVE
SHARED PATH TO CONNECT
TO CAMPUS SHARED PATH
ACROSS RIDGELY RD
BUSINESS
PROPERTY
DEFINED
WALKWAY
AND BUSINESS
DRIVE LANE
STREETTREES AND SOIL CELLS
WHERE POSSIBLE
EXPANDED SIDEWALK WITH
ICONIC PERMEABLE PAVING
MEDIAN WITH SI-
BIKE AND PEDESTRIAN
PATH
DRIVE
DRIVE
DEFINED
WALKWAY AND
BUSINESS DRIVE
LANE
BUSINESS
PROPERTY
15'
11'
11"
26'
11'
11'
15'
FIGURE 63 A proposed street design of International Boulevard between Tyler St. andPolkSt.
36
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NEW PARKING LOTS BEHIND
THE BUILDING
WIDEN SIDEWALKS
ADD FORMAL ENTRANCE
NEW DEVELOPMENT ALONG
STREET EDGE
ADD STREET TREES
A
FIGURE 64 Best Practices for Commercial Developments along Highways. This diagram shows best practices which could occur at site 3B. It focuses on
shifting store frontages to the street edge and adding street trees and buffered planting. Parking lots move behind buildings and commercial entries are
shifted to side streets where possible.
ADD PLANTED MEDIAN
WITH BIKE LANE
(?) ADD STREET
TREES AND WIDEN
SIDEWALKS TO
CREATE A WELCOMING
PEDESTRIAN
ENVIRONMENT
ADD FORMAL
W VEHICULAR
ENTRANCES
(3) ADD TREES
W AND GREEN
INFRASTRUCTURE
INTO EXISTING
PARKING LOTS
(2) NEW PROPOSED
DEVELOPMENT WITH
BUILDING ALONG
STREET FRONTAGE
AND PARKING LOTS IN
THE BACK
-------
SITE 3B: INTERNATIONAL BOULEVARD BETWEEN EAST TYLER:STREET AND EAST POLK STREET
RELEVANT DESIGN PRECEDENTS
FIGURE 65 Pennsylvania Ave median to 15th St. NWbike lane transition in
Washington D.C.
PHOTO CREDIT Gwgle Earth
FIGURE 66 Pennsylvania Ave median to 15th St. NWbike lane transition in
Washington D.C.
PHOTO CREDIT bicycleinsuranceportland.com
FIGURE 67 Queens Plaza, New York FIGURE 68 Berlin, Germany
PHOTO CREDIT scenariojournal.com PHOTO CREDIT www.flickr.com
Bike lanes along a planted median diminish many of the cyclist-vehicle conflicts, while providing a more comfortable riding space. The bike lanes can smoothly transition from
a shared path within a center median to a path along a street edge; pavement markings clearly delineate the transition for cyclists.
jjOTimn'J
ipror
-------
DESIGN OPTIONS
SITE 4: PERFORMING ARTS CENTER AND BUENA VIDA COMMUNITY
LAYOUT AND PROGRAM
This site was selected by the city because of the need to connect the Buena
Vida neighborhood with the performing arts academy. The academy is
geared to children from the neighborhood. Buena Vida is one of the lowest
income neighborhoods in the city and many residents cannot depend
on a personal vehicle to get around. The design goal is to enhance public
transportation and create safe and comfortable pedestrian and bicycle
infrastructure to create a better connection between Buena Vida and the
performing arts academy.
The design option addresses public transportation by adjusting a current
bus route and introduces new bus stops. One of the parallel bus lines on
either East 12th Street or East 13th Street to East 15th Street moves from its
current location and connects with the existing multimodal station at the
corner of East Jefferson Street and East 15th Street. During the community
engagement process, local residents expressed an interest in creating
a community hub on the intersection of East 15th Street and East Tyler
Street; one of the intersections that borders the Buena Vida development.
The hub features a new bus stop and playground space with opportunity
for art installations and colorful signage. This bus stop will function as both
a school bus and city bus shelter (figure 72). East 15th Street between the
multimodal station and the new playground/bus stop becomes a complete
street; with bioswale bump outs where applicable; and stormwater storage
is added below the roadway.
Furthermore, a new bus stop at the corner of East Washington Street and
East 12th Street near the performing arts academy will also be installed
and connect to current improvements on East 11th Street in front of Market
Square. Overall, these bus line enhancements create a more pedestrian
friendly streetscape; and increase access for community members
walking, biking, or using public transit to connect between Buena Vida, the
performing arts academy, and Market Square.
Community members felt that vibrant, colorful crosswalks near major
intersections, and paving improvements to the sidewalk and roadway
would increase pedestrian visibility; and help slow down vehicular traffic.
This improvement would increase pedestrian safety and create a unique
identity for this transportation corridor (figures 72 and 74).
39
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STEGMAN PERFORMING ARTS
CENTER
NEW PLAYGROUND
mrnrn
~
CREATE A BIKE/
PEDESTRIAN CORRIDOR
(COMPLETE STREET)
V ^
, Jo H.' ,v
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INTERNATIONAL BLVD
FIGURE 69 ,4 diagram proposing a complete street on 15th St.; a playground on 15th St.; and proposed bus stops on 15th St. andE Washington St.
40
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FIGURE 70 A proposed street design of site 4.
-------
FIGURE 71 Before: A view of the intersection ofl 5th St. and Tyler St.
FIGURE 72 After: A rendering of the bus stop at 15th St. and Tyler St.; with planted bioswales, a play area, shade structure, and a bench.
L.2
-------
FIGURE 73 Before: A view of 15th St.
F1G U R E 74 After: A rendering of 15th St. with a colorful crosswalk, paving improvements, new street trees, and bioswales.
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SITE 4: PERFORMING ARTS CENTER AND BUENA VIDA COMMUNITY
RELEVANT DESIGN PRECEDENTS
FIGURE 75 Bus stop with musical swings in Montreal, Canada.
PHOTO CREDIT https://travelhearttravel.wordpress.com
Bus stops can be transformed into play spaces and art installations for the community.
FIGURE 76 Crosswalk at Arizona & Second Street in Santa Monica, California.
PHOTO CREDIT Santa Monica Downtown Neighborhood Association/Facebook.
Painted crosswalks create safer, more comfortable streetscapes and act as vibrant and
iconic features for the community.
-------
DESIGN OPTIONS
SITE 5: MARKET SQUARE
LAYOUT AND PROGRAM
The city selected this site due to the desire to connect International
Boulevard with the momentum of the Market Square pedestrian
improvements and construction of the performing arts academy. This can
also help better connect the TSC and UTRGV campuses to downtown, one
of the goals of site 3.
An important downtown precedent to consider is the 14th Street
pedestrian plaza, which is the former semi-truck route for the Gateway
International Bridge. This pedestrian plaza had good design intentions,
but it's not fully utilized as there are few business openings onto the plaza.
The 14th Street pedestrian plaza is visually bland, and the space does not
have an appearance of being well maintained. There is potential for this
design option to better connect Market Square to the 14th Street
pedestrian plaza.
The design option proposes to connect Market Square to International
Boulevard by improving the alleyway bisecting Market Square between
East Washington Street and East Adams Street; and branding it as
"Bombay Alley," its historic name, transforming it into an artful, lively
downtown pedestrian corridor (figure 79).
One of the main goals that came from community members during the
design charrette, was to focus on creating specific enhancements to
change user perceptions of the alleyway. This can be achieved through
unique branding, iconic lighting, and signage at the International
Boulevard and East 12th Street entrances. Lighting will also enhance
pedestrian safety, improving visibility in the alleyway.
The design option proposes to invite local artists to paint murals and design
installations along the alleyway, creating a vibrant space. Stormwater
runoff along the alley can be managed through unique permeable pavers
and intermittent rain gardens. Making the alleyway a destination point will
increase pedestrian traffic and further improve safety.
Another way the design increases safety is by introducing traffic tables at
the cross-street intersections (figures 77, 84, and 85). Traffic tables slow
vehicular traffic and create an identifying feature for the alley. They will
be installed on East 12th Street, East 13th Street, and East 14th Street; and
include a paving material similar to that currently used within the alley.
The enhancements proposed in this design schematic can help spark
local developments along the alley, such as restaurants; creating a vibrant
connection into downtown. In addition, the alley can begin to serve the
community as an event space for festivals, local markets, and concerts.
-------
ACTIVATING VACANCY
ARTS INCUBATOR
STEGMAN
PERFORMING ARTS
CENTER
MARKET SQUARE
CURRENT ALLEYWAY
IMPROVEMENTS
FIGURE 77 A design proposal for Site 5.
£ ICONIC ALLEYWAY
ENTRY SIGNAGE
CONNECT TO
0 14TH STREET
PEDESTRIAN PLAZA
PERSPECTIVE VIEW,
FIGURE 79
46
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FIGURE 78 Before: A view of the alley between E Washington St. and E Adam St.
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£!
V
FIGURE 79 After: A rendering of the alley between E Washington St. and E Adams St. with paving improvements, new lighting and murals on building walls. Stormwaterfeatures for
this site include permeable paving with gravel storage below ground and rain gardens.
AS
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FIGURE 80 Before: A section cut of Site 5.
24'
FIGURE 81 After: ,4 design proposal for Site 5.
¦ %
UTILITIES MOVED BELOW GROUND
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SITE 5: MARKET SQUARE
RELEVANT DESIGN PRECEDENTS
BRANDING AND IDENTITY
FIGURE 82 Fishbone Alley, Gulfport, Mississippi
REFERENCE Sunherald.com
Fishbone Alley is a canyon alley, meaning it has no parking areas or empty lots. Several restaurants and bars flank
one side of the alley. Whimsical artwork, including graffiti and murals cover the exterior buildingfacades. Strands
of small overhead lights zigzag between buildings for a festive nighttim ambiance.
FIGURE 83 La Calle del Arenal, Madrid, Spain
PHOTO CREDIT hitchhikershandbook.com
The orange and black canopy provides shade and a vibrant
aesthetic enhancement to the shopping street.
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SITE 5: MARKET SQUARE
RELEVANT DESIGN PRECEDENTS
TRAFFIC TABLE
FIGURE 84 Traffic TableDiagram
PHOTO CREDIT: National Association of Transportation Officials (NACTO)
FIGURE 85 Traffic Table, Netherlands
PHOTO CREDIT www.peclbikeimages.org
Traffic tables act as a traffic calmingfeature near high traffic
areas or pedestrian zones and allow for safer crossing points.
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6
NEXT STEPS
FUTURE DEVELOPMENT PLANS AND IMPLEMENTATION
OF DESIGN PROPOSALS
The Greening America's Communities initiative is plugging into existing
momentum in the downtown, campus, and Buena Vida neighborhood. The
Housing Authority of Brownsville was awarded a Choice Neighborhoods
Planning Grant for the Buena Vida neighborhood from the Department of
Housing and Urban Development (HUD). More information can be found
at: https://buenavidachoice.com.
Momentum has been building via increased participation from residents,
business owners, and students; increased participation from nearby
organizational partners; and increased attention from outside funders.
A successful implementation strategy can pair the design options and
strategies with this building momentum.
Currently there are plans in development for reconstruction of East 15th
Street in the Buena Vida neighborhood; there is an ongoing comprehensive
plan of the Brownsville Metro (BMetro) system; and Market Square and
connecting alleys are being renovated. Design options from this initiative
can be implemented through these ongoing efforts, to take advantage
of existing resources to improve green infrastructure and smart growth
principles. Specifically, the plans for East 15th Street can incorporate green
infrastructure design options; BMetro can look at how to better connect the
Buena Vida neighborhood to the soon to be performing arts academy; and
the alleyway improvements can incorporate artists and additional traffic
calming into the finishing touches of current construction activities.
Better connecting downtown with the TSC and UTRGV campuses was
a point of feedback repeatedly given during the charrette. TSC has just
chosen a new president and has leadership that wants to see the downtown
prosper. UTRGV will continue to grow its campus in the coming years. The
design options and the feedback received during the public charrette can
be useful in working with both TSC and UTRGV to improve the connection
between the campuses and downtown via International Boulevard.
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COMPLETE STREETS RESOLUTION
The city of Brownsville has adopted resolutions that align with the design
options presented by the design team. Resolution #2012-056, the
complete streets resolution, "was created to allow the City to incorporate
complete streets approaches, as a way to address a wide variety of
societal challenges, including pollution, climate change, traffic
congestion, social isolation, obesity, physical inactivity, limited
recreational opportunities, sprawl, population growth, and safety. It also
reinforces the importance of creating a comprehensive, integrated
transportation network that enables safe travel by all users; including
pedestrians, bicyclists, and other vulnerable road users." Furthermore,
the city adopted the NACTO guidelines resolution which states that "the
City of Brownsville accepts NACTO (National Association of City
Transportation Officials) Urban Streets Design Guide and Urban Bikeway
Design guide as a resource for guidance on the development of bicycle
facilities. This guide will improve the City transportation network." More
information about the complete streets and NACTO resolutions can be
found at: http://www.cob.us/543/Rules-of-the-Road. Additionally,
section 334 of the Brownsville code of ordinances provides guidance on
landscaping and appropriate plant and tree species.
Short term policy strategies can include reducing stormwater runoff and
creating a stormwater maintenance fund. Comprehensive guidelines can
be created for new development and property renovations that
encourage property owners and developers to minimize the amount of
stormwater runoff from properties via green infrastructure techniques. A
portion of development or impact fees could be reallocated to fund a
stormwater maintenance fund for municipally owned green
infrastructure facilities. Developing policy strategies such as these can be
most successful if they make use of a stakeholder and resident-informed
process. The city of San Antonio, Texas has implemented a storm water
utility fee that can be waived or reduced if a landowner installs and
maintains low impact development/green infrastructure features. More
information can be found at: http://www.sanantonio.gov/TCI/Projects/
Storm-Water-Fee/Learn-About-the-Storm-Water-Utility-Fee. Additional
information about operating and maintaining green infrastructure practices
maybe found at: https://www.epa.gov/green-infrastructure/green-
infrastructure-operations-and-maintenance.
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POTENTIAL FINANCING SOURCES
A robust funding approach merging local, state, and national sources can
assist in achieving a successful implementation of the design options.
Locally the Brownsville Community Improvement Corporation (BCIC)
offers funding they allocate in several ways, including a discretionary fund.
The Valley Baptist Legacy Foundation focuses on improving the quality of
health of RGV residents and recently funded the Lower Rio Grande Valley
Active Transportation and Active Tourism Plan, spearheaded by the city of
Brownsville, including the major cities of Cameron County. Sharing this
initiative with the staff and boards of these organizations may provide
opportunities for funding especially if merged with resources from other
organizations. Community Development Block Grant (CDBG) funds from
HUD allocated to the city of Brownsville may be another local option.
Funding is generally available annually. Specific funding dates and more
information on CDBG funding can be found at https://www.hudexchange.
info/programs/cdbg-entitlement/
At the state level the TXDOT administers the traffic safety grant program,
with program areas including pedestrian and bicycle safety and speed
control. A local 20% match is needed for this grant. Funding is generally
available annually. Specific funding dates and more information can be
found at: https://www.txdot.gov/government/funding/egrants.html.
TXDOT also offers a public transportation grant program that may be used
for BMetro route changes or bus stop improvements. Funding is generally
available annually. Specific funding dates and more information can be
found at: https://www.txdot.gov/government/funding/local-assistance,
html
At the national level, the EPA administers the Gulf of Mexico Cooperative
Agreements grant program, which has two priority areas that align with
this initiative: 1) water quality management and 2) strengthen community
resilience. Available funding can range up to $500,000. Funding is generally
available bi-annually.
Specific funding dates and more information can be found at: https://
www.epa.gov/gulfofmexico/2017-gulf-mexico-program-request-
proposals-0. Additionally, the EPA Water Finance Clearinghouse can be
used to find other funding sources: https://0fmpub.epa.g0v/apex/wfc/f?
p=165:l::::::
Additionally, The Funders' Network provides a grant program via their
Partners for Places program for up to $150,000 for green infrastructure
projects that can provide a 1:1 match from a local foundation. Funding
is generally available semi-annually. Specific funding dates and more
information can be found at: https://www.fundersnetwork.org/partners-
for-places/. This grant may be an opportunity to partner with the Valley
Baptist Legacy Foundation, if the design options are paired with a public
health aspect. Funding is generally available semi-annually. Specific
funding dates and more information on them may be found at: http://
www.vblf.org/grantmaking/
KEY PARTNERSHIPS
Key partners for implementation include the engineering, planning, public
works, greens, and grants departments of the city. The LRGV Stormwater
Taskforce can provide local technical support and can provide feedback on
other local green infrastructure efforts that have been undertaken.
The city of Matamoros is also investigating and implementing green
infrastructure and smart growth examples. For example, Matamoros
is planning to turn part of the old railroad into a public park that could
connect to site 2 (shoreline park). Beyond sharing best practices,
Brownsville and Matamoros can coordinate on the Gateway Bridge site
and the shoreline site to create a shared vision. The Mexican Consulate
office is a key partnership for coordinating efforts and best practices.
The Department of Homeland Security (DHS) and the General Services
Administration (GSA) are crucial partners to the Gateway Bridge site.
The DHS and GSA may someday receive funding to renovate the border
53
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crossing, which could provide an opportunity for implementation of
elements of the design options. Brownsville is part of the Southern Border
Program Office, more information can be found at: https://www.gsa.gov/
real-estate/gsa-properties/land-ports-of-entry/southern-border-program-
office. The Federal Highway Administration may be a valuable partner
for improving the intersection of International Boulevard and Highway
69/77/83.
Area partners that can continue to be involved during implementation,
include: Cameron County, TSC, UTRGV, the Main Street Program board,
the local artist community, designers and engineers, and the Housing
Authority of the city of Brownsville.
Public outreach for moving implementation forward can be successful
by taking advantage of the existing momentum in the downtown,
campus, and Buena Vida neighborhood. The city of Brownsville has
existing relationships and partnerships that can be relied upon for
getting information out, for facilitation, and for developing community
engagement plans. Green infrastructure and smart growth initiatives
provide hands on learning opportunities for both K-12 and higher
education students. Brownsville Independent School District, Idea
Schools, TSC, and UTRGV students can play a role in the implementation
of the design options, as well as help with getting information out to their
friends and families. Additionally, the City has existing resources such as
Brownsville TV, the public access channel, the annual drainage expo, and
the public libraries to engage with residents and share information.
DESIGN RESOURCES
In closing, it is important to develop any of the design options with widely
used and accepted design guides, manuals, standards, and codes. The
following is a brief summary of suggested resources.
The Manual on Uniform Traffic Control Devices (MUTCD) for Streets and
Highways provides standards for traffic, pedestrian, and bicycle traffic.
This information will be valuable when coordinating with agencies, such
54
as TXDOT along International Boulevard; and DOT and FHWA for the
intersection of International Boulevard and the highway. Special attention
should be given to chapter 4E - Pedestrian Control Features and chapter 9
- Traffic Control for Bicycle Facilities. The manual can be found at: https://
mutcd.fhwa.dot.gov/pdfs/2009r lr2/pdf_index.htm
The National Association of City Transportation Officials (NACTO)
provides several guides on street, transit, and stormwater design.
NACTO's Urban Street Design Guide provides overall guidance on
complete streets to make safer streets, that are more livable and support
economic viability. Intersections and pedestrian crossings are a major
focus of this guide that can be applied to all sites; specifically sites 1 and 3,
where increased pedestrian safety and connectivity is desired. The design
guide can be found at: https://nacto.org/publication/urban-street-design-
guide/
NACTO's Transit Street Design Guide is a recommended reference to
be consulted for bus stop design for sites 4 and 5; and for modifications
to bus stops near the other sites, specifically regarding traffic flow and
accessibility. The design guide can be found at: https://nacto.org/
publication/transit-street-design-guide/
NACTO's Urban Bikeway Design Guide provides guidance for cycling
infrastructure, guidance that has a large consensus of agreed upon best
practices. The guide is also coordinated with MUTCD. This guide can be
useful for all sites, specifically for the separated bike and pedestrian path
at site 3. The design guide can be found at: https://nacto.org/publication/
urban-bikeway-design-guide/
NACTO also provides the Urban Street Stormwater Guide, which can
be useful for all five sites. The guide provides guidance on design and
technical information, but also provides crucial information on planning
and maintenance. The guide recommends and provides guidance
for establishing performance measures during the planning stage; to
create stormwater infrastructure that meets goals and requirements,
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while being feasible. The guide also discusses important maintenance
recommendations for various stormwater management elements. The
design guide can be found at: https://nacto.org/publication/urban-street-
stormwater-guide/
The above manuals and guides will be useful reference materials when
coordinating with TXDOT, which maintains International Boulevard.
TXDOT case studies will be helpful references when coordinating with
TXDOT on sites 1 and 3, and the suggested cross section for the area
of International Boulevard between campus and the highway. A recent
case study of a TXDOT road with vegetation in a median is TX-336 in
McAllen, between Trenton Rd. and SH107. A planted raised median with
trees has recently been constructed. Other recent TXDOT case studies
with landscaped medians with trees include FM 1431 in Leander, near
the intersections with 183 and 183A, and FM1960 in Houston. These case
studies are not identical to what these design options are proposing; but
they do show instances of TXDOT placing trees and other landscape
features in medians.
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APPENDIX: ADDITIONAL SITE ANALYSIS
Water / Agua
I Gateway Bridge
Puente Nuevo
3A
3B
Shoreline
Orilla
International Boulevard at
Campus
Bulevar International en
el Campus
International Boulevard
beyond Campus
Bulevar International mas
alia del Campus
4 Performing Arts Center
Centro de artes escenicas
Market Square
Plaza del Mercado
I
$
Stormwater pipes
V"""" Tuberias de drenaje
Public open space
Espacio publico abierto
Bodies of water
Cuerpos de Agua
100-year floodplain
Planta de Inundation de
100 ands
Major streets
Calles principales
Border wall
¦ Him Mum fronterizo
Fort Brown
Resaca
Matamoros, Mexico
FIGURE 86 A water analysis diagram of the project sites.
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Fort Brown
Resaca
Matarrioros, Mexico
jjPlUflilf,,,
FIGURE 87 A zoning diagram of the project sites.
Zoning /
Zonificacion
<1 Gateway Bridge
Puente Nuevo
2 Shoreline
Orilla
International Boulevard at
Campus
Bulevar Internacional en
el Campus
International Boulevard
beyond Campus
Bulevar Internacional mas
alia del Campus
4 Performing Arts Center
Centro de artes escenicas
5 Market Square
Plaza del Mercado
Dwelling
Vivienda
Apartment
Departamento
¦ Retail
Comercio
¦ Industrial
Industrial
Bodies of water
Cuerpos de Agua
Major streets
Calles principales
iiiiii Borderwall
Muro fronterizo
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Fort Brown
Resaca
Matamoros, Mexico
FIGURE 88 A transportation route and prominent roadway diagram of the project sites.
Movement and
Amenities/
Movimiento y
Servicios
Gateway Bridge
Puente Nuevo
2 Shoreline
Orilla
(3A) International Boulevard at
Campus
Bulevar International en el
Campus
3B International Boulevard beyond
Campus
Bulevar International mas
alia del Campus
4 Performing Arts Center
Centro de artes escenicas
5 Market Square
Plaza del Mercado
¦ Art and Culture
Arte y Cultura
¦ Grocery / convenience
Supermercado y tiendas
¦ Schools & Universities
Equelas y Universidades
¦ Government
Gobierno
¦ Public open space
Espacio publico abierto
¦ Bodies of water
Cuerpos de Agua
Bike Routes
Rutas de bicicletas
Bus Routes
Rutas de autobuses
OBus Stops
Paradas de autobus
Major streets
Calles principals
Border wall
= * Muro fronterizo
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Smart Growth
GREENING AMERICA'S
COMMUNITIES
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