Category Archives: 2008 Light Rail

Where did the Highland alignment come from?

A short interlude from the “urbanists, seriously, the rail election is important” thread:

As somebody who was involved in the Project Connect Phase 1 process, I can tell you that the inclusion of Highland as a high-scoring choice for the final projects to move forward into Phase 1 was a complete surprise to all of us. Highland is an awful segment of the route. It only works if you ignore every bit of good advice about how to build urban rail – it assumes park-and-rides on the highway for suburbanites are how we fill trains for an urban service. Nobody who was involved in Project Connect Phase 1 liked Highland.

Except, apparently, the Chamber of Commerce.

I’ve made the case lately that the Highland alignment was flat-out chosen for us BY the Chamber of Commerce, based on circumstantial evidence (what other reason could there be?) – and please don’t quote me Project Connect statistics; that entire process was a complete joke. It’s certainly not a good choice on transit grounds (see “urban rail should be urban” series underway at another great blog – CarFree Austin). But when I’ve suggested that the Chamber picked this line, I’ve been attacked by people at the Chamber and told it’s nonsense.

Huh.

Then I got an anonymous tip.

I wonder if you guys would like to see a video.

This is an excerpt from Citizens Communications from 6/13/2014 at the CCAG meeting. The speaker is Beth Ann Ray from the Chamber of Commerce. The full video of the meeting is here at the City, I suggest you click on “Item 5″ on the right and then advance to about 15:30.

Transcript of this section, by me:

based on our input, from Project Connect, and the meetings and workshops that we have had with the project staff, you have an LPA that our committee (our transportation committee) selected actually, way back in the beginning in the first workshop we did, and a few weeks ago, that same committtee recommended to our board that they consider supporting the entire LPA from Grove all the way up to ACC’s flagship campus up at Highland redevelopment

Let’s look at that transcript again, with some added emphasis:

based on our input, from Project Connect, and the meetings and workshops that we have had with the project staff, you have an LPA that our committee (our transportation committee) selected actually, way back in the beginning in the first workshop we did, and a few weeks ago, that same committtee recommended to our board that they consider supporting the entire LPA from Grove all the way up to ACC’s flagship campus up at Highland redevelopment

Hmmm. I suppose it’s just a coincidence that nobody except the Chamber liked Highland, and Highland ended up being picked, right?

Update on FTA and Lamar

A comment by Roger Cauvin, originally on facebook and then made to this post about Lamar/Guadalupe and the FTA which deserves promotion, immediately following:

In the debate around the proposed urban #rail plan in #Austin, one of many areas where I see unfortunate speculation pertains to Federal Transit Administration (FTA) funding. Some advocates of the current plan contend that the already-approved FTA funding of #MetroRapid on the Guadalupe-Lamar corridor precludes such funding for #rail on the same corridor.

A Capital Metro memo (see attached image) attempts to summarize its correspondence with the FTA on the issue. Unfortunately, people have different interpretations of the memo and perhaps no knowledge of the actual contents of the correspondence.

Yet this memo was used as a sort of “trump card” to put to rest further consideration of the Guadalupe-Lamar corridor for the initial rail investment.

Fast forward to August 25, when I attended a press conference covering the #MetroRapid 803 launch. Bob Patrick, the regional administrator for our region, as well as Gail Lyssy, the deputy regional administrator, attended the event.

It occurred to me that, if so much speculation is swirling around the issue of FTA funding, why not just ask these FTA administrators directly, and in person? So I did. Would existing MetroRapid funding by the FTA preclude funding Austin’s first light #rail investment on the same corridor?

Bob’s response (paraphrasing): “As far as I know, one wouldn’t preclude the other, but I’d need to check with Washington.” But he then referred me to Gail Lyssy as someone who could give me a more definitive answer.

Gail’s verbatim reply, after I asked her the same question: “Absolutely not. We’d work it out.”

Now, I don’t think these informal exchanges, by themselves, put to rest speculation about FTA funding. But they do suggest the issue merits further exploration through direct contact with the FTA instead of continued speculation.

“The perfect is the enemy of the good” is the enemy of discourse.

I’ve just seen a leader of the getalong gang use that phrase twice in short succession. Cut that shit out.

1. Highland rail is NOT GOOD. It will, we believe, spend all remaining available local capital funds on a service which will increase rather than decrease operating costs. It’s the equivalent of using your last savings to buy into a new business which costs you money instead of making you money.

2. Guadalupe rail is NOT PERFECT. The perfect rail system is like these dumb subway maps floating around, or Patrick Goetz’ ideal of elevated rail through the whole city. Most cities build a Guadalamar surface line precisely because it’s good, not perfect; but good is affordable.

But primarily, can we all agree now that almost everybody who uses the phrase “don’t let the perfect be the enemy of the good” is trying to snooker you into thinking that something bad is actually good? “We have to start somewhere” is meaningless if the thing you start on turns out to end everything because you ran out of money on a low ridership speculative development line.

That’s your quickie for today.

Bill Spelman was a bully.

The week before last, when I ripped one on the radio, I took hours off from work and family to go downtown to give a speech before the City Council in what was supposed to finally be the one and only chance to give meaningful public input on the Project Connect plan.

I had this outline ready to speak to – planned at a minimum of 3-6 minutes but expandable to the full 15 minutes that I apparently had to use thanks to others’ donations.

As you probably know, at the last second, council voted 5-2 (at Mayor Leffingwell and Mike Martinez’ seeming direction, with Councilmember Bill Spelman’s vote in favor) to limit testimony. Roughly 2 hours of anti-plan testimony had been signed up by then and roughly 30 minutes of pro-plan testimony. Each side was given 30 minutes; and the anti-plan side ended up with more like 20 due to interference by Leffingwell.

As I was walking back from the podium after my abbreviated speech, Spelman called out from the dais something like “I don’t remember seeing Mr. Dahmus or Mr. Morris at any CCAG meetings”.

This was bullying, people. We already have a significant and obvious (and appropriate) power imbalance. But to make it worse by trying to color perception of my short speech by calling my credibility into question was beyond the pale.

As a matter of fact, I gave a speech at the November CCAG (again having to take hours off of work and family obligations) – and Spelman didn’t hear that speech because he arrived late. And I know Scott Morris did so on at least one occasion as well. But this is also not the only time we’ve talked on this. His kid and my kid were in the same chess tournament last fall – and both Mr. Morris and myself talked with him at length on that occasion about our concerns.

After Spelman made that comment, I attempted to answer from the back of the room “I spoke in November” but was cut off by the mayor with “No speaking from the gallery”. Mr. Spelman did not ask me a question; he just let the perception stand that I had shown up at the last second and had no idea what I was talking about when I said there were no true opportunities to shape the plan.

I gave Mr. Spelman more than a week to communicate with me (I emailed him, attached below). He has not done so. The only conclusion I can come to now is that despite his public image as the affable wonk, Bill Spelman is every bit the bully as the mayor has already proven himself to be.

Sent on June 27th, to no response:

This message is from Mike Dahmus. [ mike@dahmus.org ]
Mr. Spelman, Regarding last night’s council meeting, I’m not sure you heard my response as the mayor immediately cut me off. I didn’t find your comment appropriate but am not sure you even heard the answer either. In fact, I gave a speech at the November CCAG (to which you arrived late). Like most of the people in the true grassroots, I have to take time off from work to speak to you in virtually any venue. Despite this, I also participated 4 or 5 times in Project Connect events. Kyle Keahy and Scott Gross have spent enough time talking to me that they know me well by now. My comments about public involvement are from experience. I’d like to give you a short window to respond and correct this misunderstanding before I open up. I’m quite angry still about last night, and I want to make sure you’re not included if you don’t deserve to be. Please let me know soon. Thanks, Mike Dahmus mike@dahmus.org

It’s July 9th. Nothing came back. I’ve waited long enough for an apology. Bill, you used to be one of my most admired Austin politicians, but at the end you were a bully. Austin deserved better than this.

spelman

My speech from last night

I ripped up one of the copies I had and gave a short excoriation of the lack of meaningful public input, as this KUT story indicates. Here’s the outline of the speech I was going to give (4 people had donated me time; I’m not sure I could have fleshed this out to 15 minutes if I tried).

Unlike some people who spoke with most or all of their time, I thought it more important to indicate that we didn’t agree with the decision to limit testimony (at the only real public hearing this thing was ever going to get).

1. Background
a. Member of AURA (founding member of the new version; supporter of the old)
b. UTC 2000-2005
i. Mention PG, modern UTC opposition in JD, MDG
c. Writing on transportation since 2003
d. On corner in 2000 supporting LRT with Eric Anderson (LAB)
e. Opposed Red Line in 2004 due to high operating subsidy and low benefit to Austinites
i. (mention this has borne out – operating subsidy ‘down’ from 35 to 18 after cancelling buses; census from rider at Lakeline showing 80% Cedar Park)
2. PC Process
a. In it since beginning.
b. Assured LG on table. No obstacles. (Also assured of this years ago when Rapid Bus was pushed).
c. Process clearly designed with thumb on scales
i. Subcorridors instead of routes
ii. West Campus into Core
iii. I35 ridership into Highland but neither I35 nor 183 ridership into Lamar
iv. Various ‘errors’ all of which hurt GL
v. Bad flier – canvassed at my house with flier designed to fool old people into dropping opposition to plan. No real plans for rail on Guadalupe!
d. At end, people still didn’t know what was best for them!
i. Repeated, strong, unbending preference for Lamar ‘subcorridor’
e. So we brought up the FTA out of the blue
i. Disputed by the guy in charge of Rapid Bus!
ii. Either lying now or lying at beginning.
iii. Getting mixed messages – we’ll do LG right after election but LG can’t ever be done because of traffic but we’ll do it next anyways.
f. Nobody in Austin should trust the output of a process this corrupt. You’re being fed a line about transparency that doesn’t hold up. None of our local transit activists who aren’t connected to the machine believe this.
i. National commentators:
1. Christof Spieler: "It's amazing: Austin, the self-proclaimed progressive city, could have had the best rail system in Texas but has the dumbest."
2. Steven Smith: "Austin light rail is becoming more of a joke by the minute. Textbook example of politics getting in the way of good transit planning."
3. Jeff Wood, Reconnecting America: "I'm going to use this as a bad transit planning example forever"
4. Others at the time ranging from “What A Sham” to “What A Shame”.
5. Honestly have not seen a single national transit person approve this plan.
3. The output
a. High operating subsidies even WITH assumed out of reality growth at Highland Mall
b. No way to tell whether new residents around Highland will work along rail line
i. Mention Mueller – people work all over the city
ii. Birds in hand on a good bus line are worth more than ten birds in bush (working all over city)
c. Theory pushed by Chamber of Commerce that people will hop off I-35, go to park and ride, look for space, walk to station platform, wait for train, ride slow meandering train downtown instead of riding
i. Park and rides DO work but only at far end of quicker, straighter, lines.
ii. Or like in Houston where parking is very very expensive.
d. Urban rail should be urban.
i. Walk to stations from dense residential areas, not apartments in a sea of parking
ii. Entire Airport Blvd segment a waste – only one side can ever be developed; no good crossings to other side and low-density over there
iii. Hancock area – residential only, not as walkable as we need; no opportunity for redevelopment more urban.
e. Respond to density instead of create it
i. Christof Spieler – density wants to be near other density (fill in gaps rather than greenfield)
ii. Most of our supposed TODs underperform compared to background conditions
iii. Remember the TOD up in Leander that was going to help the Red Line?
iv. Crestview Station <<< The Triangle
v. Not going to get high quality development in the planning straitjacket around Highland Mall (also remember birds in hand argument)
f. Even with their bogus assumptions
i. 18,000 boardings/day would be a bad light rail line. BAD.
ii. Houston around 35,000/day. Phoenix above 40,000.
g. Precludes expansions ANYWHERE else if line isn’t packed
i. Operating subsidy argument
ii. Horrible spine – slow, windy makes bad backbone.
h. Precludes expansions on GL forever even if line is good
i. We don’t trust you now after Project Connect Phase 1
ii. FTA reluctant to fund two early lines in ‘same’ area
iii. Local politics makes funding 3rd line apparently in NCentralAustin a nonstarter
iv. Are they promising Guadalupe or “Lamar subcorridor”?
1. Ridiculous longrange map proposes Guadalupe served after MLK but we suspect grade too high on MLK; doesn’t go south into core of downtown. Why not just stay on Guadalupe/Lavaca?
2. We don’t believe you anyways.
4. Conclusion
a. Bad rail line can end system rather than start it
b. Don’t mischaracterize our arguments. Highland is not just not our favorite line; it is a BAD line. Never get a chance to build system if you use up all your capital on a second high-operating-subsidy line.

Council, board: Reject the LPA so we don’t have to vote it down.

A letter I just sent to the City Council and Capital Metro board.

Mayor, council members, and board members:

Please oppose the Project Connect Locally Preferred Alternative presented to you tomorrow. This project, far from being the start of a worthy system, will ensure we are never able to develop a strong rail backbone for our area.

Many of you have heard complaints about the Project Connect process. Suffice to say that it’s a nationwide laughingstock at this point. Far from lauding them for their transparency, you should be asking yourselves why the most knowledgeable transit advocates here (and some from outside Austin as well) are opposing this proposal when in most cities, your best transit advocates are the most enthusiastic supporters of a rail proposal.

Courtesy Marcus Denton
Courtesy Marcus Denton

Despite what you hear from Project Connect, this is not simply a matter of wanting rail on Guadalupe and Lamar first. Those of us involved in transit advocacy for the longest time here in Austin and that have the most experience observing other cities have come to the conclusion that for a couple of reasons, building rail on the Highland route means we will never get rail on our best corridor.

The choice of a low ridership route to serve development interests means we will have large operating subsidies for riders compared to existing bus service on that corridor, which will lead to service cuts – a death spiral for transit rather than the virtuous circle we hope rail transit will be when applied to our best corridors. We will have used up our scarce remaining financial and political capital on a line that never pays us back. Rail should be built where it provides operating cost advantages over existing bus services – not where it will cost even more to run.

In addition, there exists substantial doubt among transit advocates that the FTA would ever fund rail on Guadalupe/Lamar if they already funded Highland, due to the proximity of the corridors. Of course, we’d also face political headwinds in building what voters would perceive as a 3rd rail line serving north central Austin.

Please do the right thing and reject this LPA before we organize the voters to do it. I stand with many strong local transit advocates in promising that we will oppose this line if it is placed on the ballot in November, and we will do our best to make sure it does not pass. I hope you do not allow it to come to this.

Regards,
Mike Dahmus
(Urban Transportation Commission 2000-2005).

Project Connect Phase 1 Lie Number 2

“We can’t ask the Federal government to fund urban rail on Lamar/Guadalupe because they already paid for Rapid Bus, and they told us they wouldn’t pay for it, and would instead demand all the BRT money back” or variations of same.

This one has legs. I even believed it myself to an extent, once. It’s a little complicated, because nobody at the FTA is truly going to go on the record, but there’s a couple of angles here that are clearly about Project Connect misleading the public (i.e. misinforming; even lying).

In 2004, though, the project was originally marketed to voters as a “possible placeholder for future urban rail”. Unfortunately, this was before I learned I needed to save images of anything put up by Capital Metro, so you’re going to have to trust my memory on this one. Suffice to say I didn’t find it compelling back then as I believed this was an attempt to get central Austin voters to support the plan but that Capital Metro had no interest in actually following through with the “first rapid bus, then rail” angle. They took down that language right after the election, by the way.

Fast forward, then, to Project Connect in 2012.

The first angle – was it ever on the table?

At the beginning of the Project Connect process, we were told that Lamar/Guadalupe was on the table and would be fairly evaluated. We were also told for years, in no uncertain terms, that Rapid Bus should not be stopped because it was not an obstacle to urban rail there. Now, granted, I didn’t always believe this myself – note that in this very blog, back in 2006, I approvingly linked to a Statesman article about Leffingwell and McCracken halting (for a time!) Rapid Bus because they correctly determined that wasting our best rail corridor on buses no better than current #101 service was incredibly stupid.

Capital Metro and Project Connect employees went to great pains to tell people (in person) that Lamar/Guadalupe was not precluded from the urban rail corridor selection process by the presence of Rapid Bus. This is the only reason I bothered to get involved with the process! People like Jace Deloney were told by people like John-Michael Vincent Cortez that there was no obstacle to Guadalupe getting trains on it. Cortez spent the better part of an hour dissembling at an Urban Transportation Commission meeting to Deloney’s questions about Rapid Bus – saying variants of “well, we could put urban rail there, but why would you ever want to, because Rapid Bus is going to be so great”.

Put a pin in this – we’ll get back to this later.

Project Connect Phase 1 went through their ridiculous, contrived, process which was obviously designed to produce justification for the predetermined rail route to Hancock. I think most of us have finally settled on that characterization by now. But one of the most irritating things, at least to Project Connect, about this process was their failure to convince the public to abandon the Guadalupe corridor as their #1, by far, choice. Despite the flawed (on purpose) design of the study; despite all the shenanigans, people still preferred Guadalupe by large margins to either of the corridors Project Connect wanted them to prefer. People still weren’t choosing the corridors Project Connect had been designed to get them to prefer! Those ungrateful wretches!

So at the very end of the phase, Project Connect and their lapdogs  went on a full-court press to explain to people why, despite massive continuing public preference, we would not be studying Lamar/Guadalupe in Phase 2. The claim was made that they had back-channel correspondence with the FTA that indicated they would not look kindly on ripping out MetroRapid right as it was starting just to put in urban rail. Which is where we get to the next angle. But first:

This is where I really got pissed off.

A lot of people spent a lot of time on the premise that our best rail corridor was, in fact, on the table. I took time away from my job and my family to do so. Many others took much more time away from their jobs and their personal lives. So it’s incumbent on Project Connect to tell us why they lied at the beginning, or why they’re lying now, because it has to be one or the other. Either Guadalupe was on the table, in which case they lied at the end; or it was never on the table, in which case they lied at the beginning. We are owed an explanation for this. I explained that last bit in a note I sent over my Thanksgiving holiday, for god’s sake, and nobody ever even attempted to resolve this at Project Connect or at the CCAG.

The second angle – did they even ask the FTA the right question?

Any urban rail project won’t be tearing up streets right away, even if it passes in November of 2014. The first time you’d see jackhammers and bulldozers would be at least 3 or 4 years further down the road – so let’s say 2017. Additionally, as pointed out by numerous people on both sides of the issue, the proposed alternative urban rail alignment (starter) for Lamar/Guadalupe only overlaps the middle quarter or third of the Rapid Bus alignment. Finally, nobody proposed eliminating Rapid Bus immediately, although I think we can all agree that running buses like that through a construction zone on the Drag would really suck. Slightly worse than running them through normal Drag traffic!

So did they ask the FTA “What would you do if we started upgrading the middle part of the Rapid Bus corridor to urban rail in 2017 or 2018?”

Nope. According to their public statements, they asked the FTA “How about if we immediately stop Rapid Bus1 and start working on urban rail here. How would you guys feel about that?”

Of COURSE the FTA said “you’d have to pay us back our Rapid Bus money”. To that question, why would you expect anything else? But even if we had to pay back the Rapid Bus money, it’s still peanuts compared to how much money we’re going to spend on Urban Rail, both Federal and local.

To equate “Can we just immediately stop Rapid Bus right now” with “Would you mind if we started upgrading the middle part of the corridor 3 or 4 years after service begins, probably continuing to run Rapid Bus as-is on the north and south ends of the corridor” is disingenuous. Misleading. Dishonest. Some might even say – a lie. To say nothing of the fact that during this phase of planning, we’re supposed to be talking about ‘corridors’, not ‘streets’; and some people like “OurRail” are proposing running urban rail a block off the Drag anyways, further reducing the area of supposed conflict to just a mile or two.

Finally, we heard from the guy at Capital Metro who planned the whole Rapid Bus project. Surely he’d set all of the Lamar/Guadalupe partisans right. Surely he’d line up with the fine leaders of the political machine on this one. Right?

The third angle: The guy in charge of Rapid Bus planning

I watched a CCAG meeting where Surinder Marwah spoke, and have been on a lot of email threads where he was CC’ed. He responded in onethread to a question by me of whether John Langmore had ever been forced to explain why the Rapid Bus project manager would support rail on Guadalupe (this is an edit from early versions of this post – I missed it the first time around). His response had a bunch of good technical detail about the FTA, useful life of bus projects, the definition of “permanence”, etc. which I’d have to go seek permission to repost.

However, Lyndon Henry has already done the legwork on this one. From an article in Railway Age:

Indeed, Surinder Marwah — the Capital Metro planner who originally designed the MetroRapid project and helped secure FTA Small Starts funding — corroborates MetroRapid’s role as a precursor to urban rail, and disputes that the project was ever intended to block rail in the G-L corridor. Marwah ranks as a strong and knowledgeable advocate of urban rail in the corridor.

Oops. Well, surely the FTA itself can be trusted to back up the leaders of our local political machine?

The fourth angle: The FTA’s Actual Public Response

Posted by the Central Austin CDC and others, this is the actual content of the response from the FTA to requests for information about this issue:

20131212ftalettertocapmetro

What the FTA says here is that they would consider funding urban rail in this corridor as if it was any other corridor; but they might want some of the BRT money back (because, of course, they were asked the wrong question – listed above).

Even when asked a leading question implying a complete abandonment of the “BRT” investment, the FTA said they’d still be willing to fund urban rail in this corridor. They didn’t promise they would; but for the leaders of our political machine to characterize this, as they have, as “the FTA won’t pay for urban rail there because they already paid for Rapid Bus there” is a LIE.

pantsonfire-animated

That’s all the time I have for now. Look for edits as I get more.

 Further reading

  1. two months BEFORE the buses were to start running []

Keep It Simple, Stupid

I almost made this response on the twitter but thought it should be more permanent.

Trying to figure out where to put a rail line in a city where you have lots of unmet transit demand and an inadequate funding stream to do everything you want to do? IE, you live in the real world?

PUT YOUR RAIL LINE WHERE IT REQUIRES THE LEAST POSSIBLE OPERATING SUBSIDY.

kiss

It’s just that simple.

Don’t talk about disrupting traffic. Don’t talk about TOD. Don’t talk about bridges or tunnels.

If you put your rail line where it requires a very large operating subsidy, you end up having to cut bus service to make up the budgetary impact. This is what Capital Metro had to do during the early days of the Red Line. Both the best 98x buses and the 9 bus were cancelled to make up for operating subsidy overruns from the Red Line. Only today is the operating subsidy anywhere close to the original budget (and it’s still monstrously high – something like $20/ride). We’d have more buses running more routes today if the Red Line had never been built, in other words. The presence of the Red Line means that the people of Austin have less transit today than they otherwise would have. This is how you can tell it was a BAD RAIL LINE.

If you put your rail line where it requires a very small operating subsidy (ideally less than existing bus service1, you end up having MORE money to spend on more buses elsewhere, or on the next rail line. The best way to find that corridor is to find a corridor where a ton of people ride the bus, and where research indicates even more people would ride the train (because it’s more comfortable and reliable than the bus is today).

Anybody who wants to make it more complicated than that is trying to confuse you and get you to support a rail line that you should not support.

Hey, you ask. What about my second rail line?

Go back to the beginning of this post and repeat. The same, simple, formula works for every single rail line your city will ever build. Pick the corridor where the rail line will have the lowest possible operating subsidy. Rinse. Repeat.

Third rail line? Is it more complicated yet? NO. GO BACK TO THE BEGINNING OF THIS POST AGAIN.

Fourth? Fifth?

NO. NO. GO BACK TO THE BEGINNING. This simple process works for every rail line – it tells you which one you should do next.

This is how you build an actual network instead of a struggling disaster like we have in Austin. Again, anybody who tells you it’s not this simple is trying to fool you into supporting something that’s not in your best interest. They have ulterior motives, like, for instance, being on the board of a community college which took over a decaying mall2. Or wanting to make a medical school look shinier.

By the way, if you follow this process, you don’t need to lie about your conversations with the Federal Transit Administration either. Hint.

Now I’m off to Germany. Where they actually use logic like the above. Which is why their rail networks actually, you know, work.

parksandrec_micdrop

  1. One way you can tell whether your city is ready for rail at all is whether you can find a corridor where rail would lower the operating subsidy compared to existing bus service. If you have no such corridor, you might not be a good candidate for rail, yet! []
  2. Hello Highland Mall!). Or, for instance, not wanting to be politically embarassed about previous bad decisions ((The real reason for no G/L is this embarassment. Future blog post will show comments about the Federal Transit Administration are misleading at best; lies at worst []

Project Connect Phase 1 Document Revealed!

I discovered this today, and it clearly shows Project Connect did, in fact, rate the top four options against each other (and some others we hadn’t heard of) in a tournament, of sorts, to get to where we are now. It’s a shame it took this long for this proof to be revealed; I regret all my complaints up to this point. Click on the image for the full-size version.

20140320ProjectConnectBracket

Why Not Highland, in comment form from OurRail

Reposting this for the treasurer of OurRail, since it wouldn’t attach correctly to the ABJ article and is, in my opinion, one of the best single pieces describing Why Not Highland that I’ve seen so far.

—————————-

It has become commonplace in the planning profession to equate congestion with affluence. Recently, that argument has been tailored for policymakers to imply causation. Project Connect has taken the “Think beyond congestion.” mantra to new depths with their Highland Mall rail proposal. We’re not buying it and neither should your readers.

If built, Highland will be a symbolic rail alignment. From Hancock Shopping Center inbound, it is an identical twin to the earlier Mueller rail proposal. The Highland-Mueller alignment will send near-empty trains running up and down Red River Street. Both serve the stadium that holds 7 games a year, the medical school with a projected enrollment of 175, an aspirational “innovation district” in a Capitol Complex that a new state law put off limits, past blocks of parking garages to the convention center where the plans turn one of downtown’s few parks, the historic Brush Square, into a transit station.

Empty trains will be visible to the thousands of drivers in stalled traffic on the IH-35 upper deck. This high-subsidy line will be a daily reminder to the region of Project Connect’s wasted opportunity, and a lasting legacy of today’s leadership. Instead of a successful, expandable high-ridership line that connects people where they live to where they work, it may be the first and last light rail alignment built in of our lifetimes.

That’s why we established Our Rail, a political action committee promoting a fair and effective first light rail investment. We SUPPORT a ballot measure that designates the Guadalupe-North Lamar as a top priority for building the city’s first LIGHT RAIL alignment. We will OPPOSE any ballot measure that contains light rail service to the speculative and duplicative Highland sub-corridor. We SUPPORT concurrent construction of any extension such as EAST RIVERSIDE which connects to Guadalupe-North Lamar alignment via A BRIDGE. We will OPPOSE a Project Connect ballot measure containing any investment such as the proposed $500 million MetroRapid busway that threatens the development of light rail on Guadalupe-North Lamar.

We can put tracks within a ten minute walk of a third of all the jobs in this city, or we can choose to be symbolic. Many have already made that choice. UT Student Government, environmental groups, non-profits, planning bodies, and neighborhood organizations serving nearly 100,000 Austinites have formally endorsed a light rail alignment in the Guadalupe-North Lamar corridor.

Policymakers refused to listen, and the people have taken this back.

Scott Morris, treasurer OurRail.org