Polk has always been important, but its importance has increased after decades of uncoordinated projects that have removed alternate routes.

The figure at right shows the gradual disintegration of connectivity between the East End and Downtown.

• BLUE: Highly desirable crossings; roadways extend at least 5 blocks into both Downtown and the East End. These crossings are important for regional connections.

• ORANGE: Local crossings; roadways extend at least 5 blocks in either Downtown OR the East End but only extend 3-5 blocks on the other side. These crossings provide local connections that are important for providing alternate routes and for tying neighboring communities together.

• RED: Blocked crossings; roadways either do not cross the proposed freeway, or they extend for or fewer blocks on either side of the proposed freeway.

Quality, blue connections have decreased from 13 in 1978 to just 7 today. And those are not created equal.

• Commerce Dead-ends 1.2 miles to the east at Drennan Street and 0.6 miles to the west at Milam Street. As such, it does not provide a deep connection into the East End, and it does not provide access across Downtown to the neighborhoods on the west side. Commerce crosses the West Belt freight rail line at-grade; traffic must stop for passing trains.

• Franklin (via Navigation/Canal/Jensen). Provides access to the far north side of the East End, and it provides an important connection to the neighborhood on the west side via Washington Avenue. An underpass is provided under the West Belt freight rail line.

• Harrisburg/Texas/Capitol These streets provide an important connection in the East End as well as across Downtown to Memorial. However, traffic movements are complicated by light rail operations and are especially complex for westbound traffic, which must enter Downtown via a circuitous route utilizing Prairie Street, Bastrop Street, Texas Avenue, Hamilton Street, and finally Capitol Street. An underpass provides access under the West Belt freight rail line.

• Polk Provides a connection deep into the East End and provides access across Downtown to Dallas Street. Traffic operations are complicated at Avenida de las Americas because of unusual roadway geometries. An underpass is provided under the West Belt freight rail line. Its utility would improve if it was converted to two-way operations in Downtown.

• Leeland Provides a connection deep into the East End; however, it dead-ends at Louisiana Street 0.8 miles to the west. It crosses the West Belt freight rail line at grade; traffic must stop for passing trains. It also veers southeast east of Lockwood, minimizing its utility for center-East End.

• Pease Mainly provides cross-town access for IH-45, directly serving ramps east of Emancipation Avenue and west of Brazos Street. East End traffic can utilize the northbound IH-45 frontage road; however, traffic operations are complicated at Emancipation Avenue because of interactions with the freeway ramp and at Scott Street because of interactions with the light rail.

• Pierce One-way eastbound only; provides access to far south side of Downtown and the East End.

Only Polk provides access through center-East End while also crossing the West Belt rail line.