Category Archives: PS: I am not a crackpot

Pastafarians unite!

I’ve never talked about religion on this blog, phimosis website like this and haven’t said much about personal matters in general. Today, this site however, prescription I am filled with the holy impulse to tell you about the real story behind the creation of the Earth. Please share and make sure that this correct version of our origin is discussed in schools alongside the so-called “Intelligent Design”.
Other links:

It’s Not Light Rail

The anti-toll zealots, price sickness and in particular, abortion Sal Costello like to whine and moan that tolling freeway expansions which are (mostly) paid for with gas tax money is “double taxation”. Left to the reader is the obvious implication that “double taxation” is a bad thing, sickness and is new.
As you might have guessed, I’m here to tell you otherwise. First, a simple example.
Last weekend I drove down to Zilker Park on Sunday morning to play volleyball. (For reasons of time, I wasn’t able to bike, although I do that sometimes too). At the entrance to the loop which meanders through the river side of the park, there was a booth (A TOLLBOOTH!) set up, at which I paid 3 big bucks for the privilege of parking my car at the park.
BUT WAIT! Zilker Park was ALREADY PAID FOR by my property and sales tax dollars! How can this be? This is (organ music) DOUBLE TAXATION!
The fact is that suburbanites whining about toll roads have had it pretty good for a long time. They’ve had their road infrastructure subsidized by the center-city, they pay far less comparatively in property taxes, and they impose most of the negative externalities of driving on us center-city residents. Nobody in Circle C has to worry about an elevated freeway monster wrecking some of their neighbor’s houses and ruining everybody else’s outdoor activities.
Yes, they (but mostly us center-city folks) paid taxes to build these roads already. So toll roads, as designed in this case, are, in fact, (organ music) double taxation.
True libertarians (which many in this anti-toll coalition claim to be) would recognize toll roads as a baby step towards road pricing, which is the evil capitalist concept that the scarcity in road space ought to be managed by charging people to drive on it. These suburban republicans who like to call themselves libertarians instead advocate taxing everybody who drives (and a healthy chunk from those who don’t drive too) to build a freeway where the cost of driving is low, but there’s less incentive for each driver to explore alternate options to single-occupant commuting, so the road ends up crowded, just like, I don’t know, every single highway we build.
Just as in Zilker Park – if parking were free, every single space would be full, and the ring road would be a nonstop parade of cars futilely seeking space. At $3/car, however, there’s at least a small incentive for those whose utility is marginal to seek other solutions to the problem. (I might ride my bike; two of my friends might carpool; a third person might take the bus; somebody else might use the park during the week instead of the weekend; etc.)
So in summary: suburban Republicans like Sal Costello prefer the Soviet economic model – very low prices (subsidies from entire society), scarcity “managed” via long lines.
I hope this helped you understand the concept of double taxation and why we should all be against it.
Your pal,
Mike Dahmus Age 33

Here’s an interesting paper on bike helmet design. Should be mandatory reading no matter which side of the debate you fall on, medicine especially if you like to repeat stories about how a helmet ‘saved [some person’s] life’.
(Note for the record that I’m a skeptic; I wear one when mountain biking but never else, and won’t go on rides that require them, because I believe (and am backed up by real-world data) that biking isn’t that dangerous; that helmets haven’t had much impact on head injuries; and that wearing helmets helps perpetuate the myth that biking is too dangerous to do regularly.)

Texas Fight! has posted a rebuttal to my recent stuff on toll roads. I’ve responded at length in comments; you should go and read his stuff, pharmacy because he backs up his arguments better than the other guys on his side (of course, I still don’t agree!).

While doing a bit of preemptive research for the comments for the last entry, physiotherapy I stumbled across this article which does, healthful by far, the best job of laying out comparative risk for cycling and other activities (like driving) that I’ve ever seen. Highly recommended.

I’ve known this for a long time, more about but for most people living in the ‘burbs, sales this is highly counterintuitive. Here’s the latest article on why, look if you want to have a city you actually WANT TO DO THINGS IN, free parking is the worst possible of all land uses.
Unfortunately, most of Austin’s irresponsible inner-city neighborhoods (including the two in which I own property) still push for exactly the opposite – suburban-style off-street parking which end up killing street life and (gradually) the center-city in which we all live.
(An aside – my current neighborhood apparently pushed for increased parking requirements in mixed-use development on Guadalupe. It doesn’t get any more brazen than that.)

The probably forthcoming Capital Metro strike and a poll on News 8 have provided an opportunity for suburbanites to again claim that “the buses are empty” while wailing about their unfair tax burden.
I’ve addressed this a couple of times. Here are the links. Please read and forward (especially Part One). Educate just ONE suburbanite, there and the world will be a better place.
Part One
Part Two
Part Three
Part Four

Many people, doctor including Lyndon Henry (who of all people ought to know better) are continuing the misleading practice of calling Capital Metro’s All Systems Go plan “light rail” or “light rail like” or “light ‘commuter’ rail”, tadalafil etc. This has done its job – most laypeople continue to call what ASG’s building “light rail” even though it couldn’t be further from the truth.
So a couple of days ago, buy a story showed up in Kansas City extolling the virtues of what turns out to be a similar “Rapid Bus” plan to the one being foisted on Central Austin as our reward for rolling over for Mike Krusee. The lightrailnow.org site which is at least somewhat affiliated with Lyndon has often published vigorous attacks on efforts to sell “rapid bus” schemes as “as good as rail” to the public. Lyndon was angry at this Kansas City effort, and I replied with a reminder that the politicking of himself and Dave Dobbs helped get the same exact thing for central Austin by his support of the ASG plan. Lyndon replied with his typical ASG cheerleading, and I just sent this in response:

— In LightRail_Now@yahoogroups.com, Nawdry wrote:
>Instead, it passed, and we have a rail project under way and
planning for additional rail transit installations now under way.
What we have underway is a commuter rail line which doesn’t and will NEVER go near the major activity centers of the region, doesn’t and will NEVER go near the major concentrations of residential density in the region, and doesn’t and will NEVER get enough choice commuters out of their cars to provide enough public support for expansions of the system.
What we have underway are some lukewarm half-hearted plans for expanding that rail network if Union Pacific can be convinced to leave their freight line behind, but, of course, it will all be moot, since the original line will be such a debacle that we’ll never get to the expansions.
This is a “one and done” line.
It skips the Triangle. It skips West Campus. It skips Hyde Park. It skips North University. It skips the Capitol. It skips the University. It skips most of downtown. It does not provide any service to the neighborhoods in Austin that most WANTED rail in 2000, nor will it EVER do so (even if the entire ASG plan is built).
It is NOT ANYTHING LIKE LIGHT RAIL. I don’t know how you can sit there and claim that it is. I know you’re not stupid, and had hoped you weren’t a liar.
_HOUSTON_ built light rail. _DALLAS_ built light rail. _PORTLAND_ and _DENVER_ and _SALT LAKE_ and _MINNEAPOLIS_ built light rail.
This plan is NOTHING like what they built. For you and Dave Dobbs to continue to call it light rail is dishonest, bordering on maliciously false.
What DOES it do? It goes past suburban park-and-rides (as the light rail plan would have). It allows fairly easy access to stations for the far suburbanites who LEAST wanted rail. It requires that all of those passengers, who are the MOST SKEPTICAL about transit, to transfer to SHUTTLE BUSES at the end of their journey if they want to go anywhere worth going.
There is zero chance that this line will garner substantial ridership, and thus, voting for this plan doomed Austin to no additional rail for a very long time, since it will have been ‘proven’ that rail ‘doesn’t work’.
As for your claims that Rapid Bus isn’t being sold here, bull. It was featured in the paper just a week or two ago, and is the ONLY service improvement being provided to the parts of Austin that want, and in any other city, would have gotten rail.
Mike Dahmus
Disgusted At Lyndon’s Dishonesty

Helmet science (for real)

The anti-toll zealots, price sickness and in particular, abortion Sal Costello like to whine and moan that tolling freeway expansions which are (mostly) paid for with gas tax money is “double taxation”. Left to the reader is the obvious implication that “double taxation” is a bad thing, sickness and is new.
As you might have guessed, I’m here to tell you otherwise. First, a simple example.
Last weekend I drove down to Zilker Park on Sunday morning to play volleyball. (For reasons of time, I wasn’t able to bike, although I do that sometimes too). At the entrance to the loop which meanders through the river side of the park, there was a booth (A TOLLBOOTH!) set up, at which I paid 3 big bucks for the privilege of parking my car at the park.
BUT WAIT! Zilker Park was ALREADY PAID FOR by my property and sales tax dollars! How can this be? This is (organ music) DOUBLE TAXATION!
The fact is that suburbanites whining about toll roads have had it pretty good for a long time. They’ve had their road infrastructure subsidized by the center-city, they pay far less comparatively in property taxes, and they impose most of the negative externalities of driving on us center-city residents. Nobody in Circle C has to worry about an elevated freeway monster wrecking some of their neighbor’s houses and ruining everybody else’s outdoor activities.
Yes, they (but mostly us center-city folks) paid taxes to build these roads already. So toll roads, as designed in this case, are, in fact, (organ music) double taxation.
True libertarians (which many in this anti-toll coalition claim to be) would recognize toll roads as a baby step towards road pricing, which is the evil capitalist concept that the scarcity in road space ought to be managed by charging people to drive on it. These suburban republicans who like to call themselves libertarians instead advocate taxing everybody who drives (and a healthy chunk from those who don’t drive too) to build a freeway where the cost of driving is low, but there’s less incentive for each driver to explore alternate options to single-occupant commuting, so the road ends up crowded, just like, I don’t know, every single highway we build.
Just as in Zilker Park – if parking were free, every single space would be full, and the ring road would be a nonstop parade of cars futilely seeking space. At $3/car, however, there’s at least a small incentive for those whose utility is marginal to seek other solutions to the problem. (I might ride my bike; two of my friends might carpool; a third person might take the bus; somebody else might use the park during the week instead of the weekend; etc.)
So in summary: suburban Republicans like Sal Costello prefer the Soviet economic model – very low prices (subsidies from entire society), scarcity “managed” via long lines.
I hope this helped you understand the concept of double taxation and why we should all be against it.
Your pal,
Mike Dahmus Age 33

Here’s an interesting paper on bike helmet design. Should be mandatory reading no matter which side of the debate you fall on, medicine especially if you like to repeat stories about how a helmet ‘saved [some person’s] life’.
(Note for the record that I’m a skeptic; I wear one when mountain biking but never else, and won’t go on rides that require them, because I believe (and am backed up by real-world data) that biking isn’t that dangerous; that helmets haven’t had much impact on head injuries; and that wearing helmets helps perpetuate the myth that biking is too dangerous to do regularly.)

There is no lie brazen enough for the road warriors

Excerpted from a post I just made to the excellent Cyburbia Forums:

Actually, discount pilule from what we heard from the Feds in 2000, orthopedist Austin’s development pattern was nearly ideal for a successful light rail line – the one which would have gone straight down Guadalupe past UT and the Capitol, ailment I mean. Huge suburban catchment area served well by big park-and-rides followed by transition through inner-city residential neighborhoods with thousands of residents within walking distance followed by three mega-employment-centers (UT, capitol, downtown) all with parking issues which encourage transit as long as transit is reasonably competitive.
The reason commuter rail won’t work is that it doesn’t run through those inner-city neighborhoods (you know, the ones where people actually LIKE mass transit) _AND_ it requires a shuttle-bus transfer for UT and Capitol and most downtown employees. You can’t come up with a better way to shoot yourself in the foot than to first lose your best customers (inner-city people) and then tell your remaining customer base of skeptical suburbanites that the last mile or two of their trip is going to be on a shuttle-bus stuck in traffic with everybody else’s car.

A month or two ago I wrote a letter to the Honolulu Advertiser (we had just come back from there, sildenafil and I was still reading the paper regularly online) rebutting the claims made by various right-wingers that Honolulu wasn’t dense enough to support rail. (As it turns out, seek if you’re measuring residential density, ophthalmologist they’re the densest city in the country – yes, more so than even New York City!). This is coming up because Honolulu is attempting yet again to start a rail system after a disastrous flirtation with Bus Rapid Transit which ended as almost all such flirtations do – with a scaled back system that doesn’t perform any better than city buses, and thus didn’t attract any new riders.
Today I was reminded of this again since their their drive-time columnist included this small blurb at the end of his column:

Still think of Honolulu has a small town? Think again.
Emporis.com reports that Honolulu is fourth in the nation when it comes to the number of high-rise buildings (10 stories or more).
The company, which specializes in geography information, says there are 424 high-rise buildings in the urban core from Pearl Harbor to Hawai’i Kai. That’s enough to make us 14th in the world.
In America, only New York City (5,454), Chicago, (1,042) and Los Angeles (449) have more high-rises than Honolulu.

And yet, even in Hawaii, there are those (like Cliff Slater) who claim that rail won’t work in Honolulu despite the fact that it works in far less-dense cities and the fact that the huge tourist movement from the airport to Waikiki could fill up three or four rail lines in the blink of an eye.
How dense is dense enough? Clearly the only dense things here are the road warriors themselves.

Still Yes For Office Towers On Lamar

November 2004 pictures are up.
Also will do Gregg’s book-tag thing when I get some spare time…

Thought I’d copy this here for posterity – this is a comment I made to an excellent entry by Kevin Drum of the Washington Monthly blog, glands in reference to somebody who thought that since we adjusted to the 1970s oil shock (he’s right on that one) that we could just as easily adjust to the oncoming (soon or later, and depending on your alarmism) peak oil shock.
Adding this comment to my blog has made me recall that I still owe an analysis of “fire stations per capita” back to the Texas Fight guy. I’m sorry, I’ve been busy at work and at home, and will try to get this done soon.
My comment:

John,
The answer to why this shock will be much worse than the one in the 1970s is two words:
suburban sprawl
One thing Kunstler gets right is his analysis of the complete lack of options in a modern suburban development (really exurb) to the single-occupant vehicle and truck delivery to strip malls. There’s no way to carpool. There’s no way to use transit. There’s no way to ride your bike or walk. There’s no way for the store to switch to freight rail deliveries (not even the way it used to be, which was truck for only the last very small N% of the trip, if even that).
The ONLY things modern suburbanites can do are:
1. Trade in their SUV for a compact car – works well if you’re one of the early adopters, but what if everybody else is trying to trade down at the same time?
2. Move back to the cities – see above.
We would have had to change our development laws twenty years ago in order to have a prayer of solving this problem, but instead we’ve been operating on a regime that not only requires urbanites to subsidize wasteful suburbanites, it actually PROHIBITS BY LAW (through zoning codes) the development of additional urban neighborhoods.

For reference, my last two homes have been in two center-city neighborhoods where 80-90% of the dwellings would be impossible to build today due to suburban-influenced zoning code which applies even in these older neighborhoods. Of course, to even get to that point, you’d have to overcome their fanatical opposition to infill, but every bit counts.

My old neighborhood has really gone downhill since I left. Now many of them* are vehemently opposing infill at the Old Whole Foods on the grounds that it’ll create too much automobile traffic.
What a load of garbage. The SAME folks who signed the Move AMD petition with me are apparently ALSO against developing high-density office and retail ON TOP OF A PARKING LOT IN THE URBAN CORE. This is exactly why I can’t hold my nose and vote for Margot Clarke. Hint: SOMETIMES THE NEIGHBORHOODS ARE WRONG.
And too much automobile traffic? Here’s a clue: At some point, gastritis you have to accept that TRAFFIC IN THE URBAN CENTER ISN’T GOING TO FLOW SMOOTHLY, sovaldi sale PERIOD. If you want to live in OWANA and expect free-flowing traffic on neighboring arterials, you’re insane. The whole POINT of living there is that you don’t HAVE to drive (or not as often). Embrace it and get out of your car like I did when I lived there.
You can’t get any more wrong than this unless you opposed student housing on Guadalupe at 27th. Oops.
Pros for this PUD: A lot of these office workers would otherwise work in the suburbs, which creates more traffic overall, since you mostly can’t carpool, bike, walk, or take the bus to jobs out here (and believe me, I try). It doesn’t use up any more pervious cover. It doesn’t wreck the aquifer. Some of these office workers will no doubt ‘commute’ from nearby high-density residential development already completed or planned; and the presence of more offices downtown will encourage even more residential development.
In short: this project would fuel a virtuous cycle of urban development instead of the vicious circle of suburban sprawl. I don’t see how any responsible Austinite can be against it.
(* – updated to reflect supportive offline and online comments at the OWANA group, and my own lack of surety on whether opposing the PUD is an official position of the neighborhood association or not – although I still suspect it is)

Another note I sent to the OWANA mailing list is below, cost recorded here for posterity and crackpottery.

I would take issue with the following characterizations made by charles:
charles price wrote:
>
> I am very much in favor of downtown densification, but very against
> allowing a zoning change here.
To most of Austin, including many people living in OWANA, downtown
begins at Lamar Blvd.
> Bear in mind that office is the highest dollar return on investment,
> the movie industry is in a slump, and there are two Alamo Drafthouse
> Cinemas within one mile.
You can’t walk to one of those two Alamos from OWANA or from downtown
lofts, and the other one is likely not going to be at its current
location much longer.
> The Nokonah got the neighborhood’s agreement to not oppose a variance
> when the developers promised retail and restaurants on the lower
> floors on Lamar. After it was built they rented it as office space to
> a realty. The Hartland bank Building got a height variance after we
> didn’t oppose when they promised forty percent residential usage. The
> residential didn’t happen. The AISD building got a density variance
> after they promised a significant residential component, which never
> happened. I don’t think we should let the city relinquish control
> unless it is tied to a specific proposal. And we need to not pay much
> attention to the promises until they are made in writing with an way
> to enforce them.
Agreed 100%. Any agreement the developer promises should be backed up
with a deed restriction, CO, or other such arrangement.
> The site is zoned to allow commercial and office development already.
> They want the zoning change so they can build a significantly larger
> office component and a large parking garage.
The site is currently zoned to allow typical low-density retail strips
and small-scale office. Not an appropriate scale for Lamar Blvd.
> A large parking garage doesn’t seem compatible with the types of
> arguments being presented here regarding creating an incentive for
> mass transit.
As a matter of fact, getting buildings built with parking garages is far
superior to keeping current buildings with surface parking. Yes,
ideally, they’ll provide less parking than suburban alternatives. Some
do, many don’t. But at least the streetscape is vastly improved, as is
the possibility that the parking won’t be free.
> If we want to encourage mass transit, which I do, we want new office
> projects to be built downtown, not on the perimeter in an area
> surrounded by quality residential fabric.
The east side of Lamar _IS_ downtown.
> Leave the zoning as it is and they can build a reasonable amount
> of retail and offices including their movie house, but they can’t
> build a ten-story office tower which would be very bad at this site.
A ten-story office tower ANYWHERE in downtown is EXACTLY what this city
needs, and quickly. Developing more offices in the suburbs, given the
oil situation we face, is criminally irresponsible.
>
> It is clear that offices increase traffic at peak traffic hours. More
> offices = more traffic. Downtown offices as an encouragement for mass
> transportation sounds good, but most office traffic will always be
> single occupancy vehicles.
1. When parking isn’t free (as it isn’t at many downtown garages),
there’s an incentive to carpool or use transit which most of us don’t
enjoy at our suburban jobs.
2. You can feasibly build HOV lanes (or managed lanes) which go
downtown, but you can’t feasibly build them out to sprawl-land. (You can
BUILD them, but they’ll never be used to capacity – this is why places
like Silicon Valley have poor performance from HOV while places like DC
do really well with them).
> Downtown densification is better if it includes residences, shops, and
> restaurants which encourage living downtown so that a significant
> component of the people do not need transportation because they’re
> already there.
Agreed. How many of the people living downtown currently work in the
suburbs? Shouldn’t we bring more office development to them? (I’d kill
to work downtown, but there simply aren’t enough technology firms down
there to make it possible for more than a privileged few – luckily I
just took a job that allows me to work from home, so I can finally end
my trip out to the 128, I mean 101, I mean 183 corridor).
> We need people living downtown, not finding new ways to get to
> downtown from their suburban sprawl.
We need both, unless you’re going to empty the suburbs entirely. People
commuting downtown from their suburban home is far better, overall, than
people commuting from one suburban location to another.
> I won’t repeat at length the arguments concerning fairness or justice
> regarding changing a zoning that was in place when neighbors bought
> their properties understanding what could and could not be built
> across the street.
None of the people complaining live on Lamar Blvd, so characterizing
this as “across the street” is disingenuous.
> Obviously, no one wants an atrocity to be built next to their house or
> condo. Can you imagine buying a beautiful fifth floor condo in the
> Nokonah with floor to ceiling windows and then find the city is
> changing the neighboring zoning to allow a parking garage at the same
> height forty feet away!
Yes, I can. It’s called “living downtown”.
> We need to work together as a neighborhood to oppose this type of
> sprawling, profiteering commercialism,
This is the worst misrepresentation in your note – this project is the
antithesis of “sprawling” by any reasonable definition of the term. Good
or bad is an opinion, but it’s NOT “sprawling”.
> even when it doesn’t directly negatively impact you as an individual.
> If we don’t all fight against negative developments all around our
> neighborhood, we will become like the area across Lamar from us or
> like West Campus.
Ironically, had West Campus allowed tall buildings, they’d be a lot
better off today. The poor investment in old low-density multifamily
student properties is a direct unintended consequence of ridiculously
STRICT zoning codes imposed on an area which should have been allowed to
grow UP, and never was.

Shoal Creek Update – May 17, 2005


October 2004 pictures are up.

There was a public meeting on Wednesday night about the Shoal Creek Debacle in which many previously uninformed local residents complained about curb extensions and cyclists riding too close to the line (forced to do so, viagra approved by the way, pathopsychology by the fact that there are CARS PARKED IN WHAT WAS SUPPOSED TO BE A BIKE LANE).
I just posted the following to the allandale yahoo group, and thought it might have some general interest:

— In allandale@yahoogroups.com, Barbara Frock wrote:
>I, like Rhonda, wonder about those who
> don’t live here who have come out swinging. Is it the cyclists who really
> wanted a “veloway” through our neighborhood from 38th to Foster?
That’s one way to put it.
Another way to put it is that Shoal Creek Boulevard is the most important route for bicycle commuting in the city. It forms the spine of the main route from points northwest (disproportionately recent residential growth) to the center-city and vice-versa; and serves as the bicyclist equivalent to at least Burnet Road, if not Mopac.
Yes, a bunch of people also ride this road for fun. And I’m as frustrated as you are (probably more) when the brightly-plumaged folks out for a training ride treat stop signs as matador capes.
But every day during rush hour you’ll also see dozens of cyclists clearly heading to or from work. This isn’t because they want to turn your neighborhood into a “veloway”; it’s because SCB is the recommended route for people who, in their cars, would be using Burnet or Mopac. And this is the way it’s SUPPOSED to work – you’re not supposed to turn your major arterials into cycling routes, you’re supposed to find a lower-traffic parallel road which can feasibly serve the same purpose.
Without SCB functioning as a major “cyclist artery”, you’d be complaining about these same cyclists slowing you down on Burnet Road.
The city’s legitimate interest in promoting bicycling as transportation requires that some routes like SCB be “major bicycling routes”, which implies that the interests of cyclists should AT A BARE MINIUM be considered above both-sides on-street parking. The city council failed miserably in this case in understanding that those two interests could not be served by a compromise solution; and the neighborhood has failed miserably in understanding that the parking-on-one-side solution already represented a signficant compromise for the bicycling interests, since it still required riding slightly in the “door zone” on the parking-allowed side of the street.
And, by the way, “through our neighborhood” smacks of an ‘ownership’ of SCB which isn’t supported by the facts. Even when misclassified as a residential collector, it’s still “owned” by the city, and the street MUST serve the interests of people who don’t live on that street (or even in that neighborhood). Even if SCB was misclassified all the way down to “residential street”, no automatic right to park in front of your house is conveyed – I have to pay for a permit to park on my street; and some residential streets in my area have large sections where parking is only allowed on one side.
– MD

I biked home from work on Tuesday (Too bad it’s Bike To Work Week, find Not Bike From Work Week!) and went down Shoal Creek from Anderson to 41st. Report at the end.
The Chronicle has covered the recent brou-ha-ha, decease and kudos on the title. I have submitted a crackpot letter (check in a couple of days) which attempts to correct the misinterpretation of Lane’s excellent soundbite (the obstructions he refers to are the parked cars, not the curb extensions).
The ride home was pretty good, actually. About five passing manuevers were necessary, and on two of them I had a motorist stuck behind me; and neither one showed evidence that they were perturbed. Definitely above par for the new striping. I wish I could believe that the motorists are getting the message about the necessity to take the lane to get around parked cars, but the comments from the neighbors at that meeting lead me to believe that I was just lucky to get a couple of reasonable motorists this time.

Letter in Chronicle

April 2004 and May 2004 pictures (mostly of Ethan) are up.

Letter from me in today’s Chronicle. Text at the end of this dispatch.
and today’s Statesman takes up the same subject (Transit Oriented Development – commonly abbreviated as TOD) again – using East Hillsboro Oregon (suburb of Portland) as their model. When are the cheerleaders going to get it – you get TOD IF AND ONLY IF your rail line has demonstrated a year or three of high ridership from people who CHOSE to ride rail, oncologist not from people who HAD to ride public transit?
For the I Told You So watch:

A fight is looming: The neighborhood plans that already exist for Plaza Saltillo and the areas around the Lamar and MLK stops don’t call for the kind of intense density city leaders want around rail stations.

As I pointed out several times during the run-up to the election, viagra approved one of the many problems with the routing of this commuter rail line is that it runs through neighborhoods that don’t want any additional development, rather than down Lamar/Guadalupe where additional development is regarded as inevitable (although my own wildly irresponsible neighborhood does their best to counteract city-wide sanity on this regard).
(Chronicle Letter):
Cold Water on TOD
Dear Editor,
I hate to throw cold water on the frenzy over TOD (transit-oriented development) [“Here Comes the Train,” News, Jan. 28], but it’s worth remembering that no commuter rail start in the U.S. in recent memory has generated any transit-oriented development worth noting. In fact, all of the TOD that has occurred in the U.S. in most of our lifetimes has been around light rail starts which had to first demonstrate a high level of ridership from new transit customers (i.e., not just those who used to take the bus, but new customers to transit).
This is how Dallas, Denver, Portland, Salt Lake, and Minneapolis have gotten and are continuing to get great new urban buildings around their light-rail lines.
The key here is that thanks to Mike Krusee and naive pro-transit people in Austin, we’re not getting a rail line like those cities got (which goes where people actually want to go from day one); we’re getting one like South Florida got (which requires shuttle buses to get anywhere worth going). South Florida’s commuter line has yet (after 15 years) to generate one lousy square-foot of TOD.
Regards,
Mike Dahmus
Urban Transportation Commission


Thanks to “pedaler” for the TOD expansion suggestion

Letter to 590 KLBJ morning show guys

This letter was just sent today to the Statesman (registration required to view):
In Monday’s column, contagion hemophilia Ben Wear places the population in two categories – those who oppose rail transit in general, troche such as Gerald Daugherty, otolaryngologist and those who support Capital Metro’s current plan. However, it’s my experience that a growing number of urban Austinites, after taking a look at the plan, are realizing that it’s a poor attempt at a starter system that will be, as a colleague on the Urban Transportation Commission aptly described it, a “finisher” system rather than a starter line.
Any first attempt at rail transit for a metropolitan area must deliver passengers to stations within walking distance of their office in order to attract a non-trivial number of people who can choose whether or not to use transit. Capital Metro’s plan requires nearly all riders to transfer to shuttle buses for the final portion of their journey and will therefore, like South Florida’s Tri-Rail line, doubtllessly be a huge disappointment from day one.
The Urban Transportation Commission at its last meeting unanimously voted to ask Capital Metro to include a referendum on the rail ballot asking the voter to indicate their preference among a set of 4 options, including several plans which solve the “circulator” problem.
In the future, please do not pigeonhole the entire area into the categories of “against all rail transit” and “for Capital Metro’s ‘finisher’ system”. The residents of the city of Austin (who voted FOR light rail in 2000, by the way) deserve better.
Regards,
Michael E. Dahmus
Urban Transportation Commission

I just sent this letter to the 590 KLBJ morning show.
Mark and Ed, one health
I heard the interview of Councilmember Slusher this morning and had a couple of comments for you to keep in mind if you talk to him again. (I’ve been on your show twice now – I’m the guy from the Urban Transportation Commission – actually, I’m Slusher’s appointee, and he’s not real happy with me these days for obvious reasons).
I know you guys usually attack this from an anti-transit perspective, and I’m firmly pro-transit (and especially pro-rail transit). Most people in the media are inaccurately depicting this as a repeat of 2000 – where central Austin transit people voted overwhelmingly in favor of light rail, and the suburban voters voted overwhelmingly against. That’s not going to be the split this time – a lot of people who know and support transit are not happy with this plan from a pragmatic perspective.
Ed, you tried to raise a good point with the question about lack of service to south and central Austin. When Mr. Slusher responded with the Highland Mall (and other Austin stations), I think he knows that’s not what most people mean by “central Austin” – we mean “the highest density residential areas” such as West Campus, North University, Hyde Park, etc. None of the places where there exists sufficient density to support rail transit are being served by this plan.
I’m also disappointed that nobody brought up the biggest problem with this plan – the fact that it requires riders to transfer to shuttle buses to get to UT, the Capitol, or downtown office buildings. In other cities in this country, it is very clear that your first rail line must deliver most of its passengers to stations which are within WALKING DISTANCE of their final destination, if you want to attract any new passengers to public transportation. People who can choose whether or not to drive (i.e. they own a car and don’t have to pay a lot of money for parking) will not ride a service which sticks them on shuttle buses for the last leg of their journey. This is why South Florida’s commuter rail line, after a decade, is viewed as an expensive failure.
Even without stops in Central Austin, the line could be a moderate success if it delivered passengers to at least one of those three big destinations without a shuttle-bus transfer (this is why so many center-city people were pushing so hard for the line to be immediately extended to the Seaholm power plant with a stop at 4th and Congress).
Without any modifications, the anti-transit people should be very happy with this rail plan, because after people see empty trains running down this route, it will become conventional wisdom that rail can’t work in Austin. In fact, I believe that if this plan passes, it’s going to be the end of rail transit for the area for a generation or two, as it was for South Florida.
Regards,
Mike Dahmus
Urban Transportation Commission

Letter to Editor

This letter was just sent today to the Statesman (registration required to view):
In Monday’s column, contagion hemophilia Ben Wear places the population in two categories – those who oppose rail transit in general, troche such as Gerald Daugherty, otolaryngologist and those who support Capital Metro’s current plan. However, it’s my experience that a growing number of urban Austinites, after taking a look at the plan, are realizing that it’s a poor attempt at a starter system that will be, as a colleague on the Urban Transportation Commission aptly described it, a “finisher” system rather than a starter line.
Any first attempt at rail transit for a metropolitan area must deliver passengers to stations within walking distance of their office in order to attract a non-trivial number of people who can choose whether or not to use transit. Capital Metro’s plan requires nearly all riders to transfer to shuttle buses for the final portion of their journey and will therefore, like South Florida’s Tri-Rail line, doubtllessly be a huge disappointment from day one.
The Urban Transportation Commission at its last meeting unanimously voted to ask Capital Metro to include a referendum on the rail ballot asking the voter to indicate their preference among a set of 4 options, including several plans which solve the “circulator” problem.
In the future, please do not pigeonhole the entire area into the categories of “against all rail transit” and “for Capital Metro’s ‘finisher’ system”. The residents of the city of Austin (who voted FOR light rail in 2000, by the way) deserve better.
Regards,
Michael E. Dahmus
Urban Transportation Commission