Tag Archives: lies

Shame on Commissioner Weatherby and Mayor Adler

As a former proud member of the city’s Urban Transportation Commission, I am disgusted with Cynthia Weatherby’s transparently obvious water-carrying for Mayor Adler in making clearly false statements about the CACDC rail plan. Shame on you.

Had my sponsor asked me to say anything that was this dishonest to the public, I would have immediately resigned my position in protest. It’s to his credit that he never did ask for anything like that when marketing a transportation issue, unlike Mayor Adler (this is the second time it has become clear that Adler has sent his appointee to a commission with less than savory instructions).

Urban Transportation Commission talks rail, sidewalks, bond dismay

Please read CACDC’s comprehensive, detailed, response to her claims.

Checking in

I don’t post very much, as the state of urbanist and transit advocacy in Austin has depressed it out of me, but as a reminder, I’m still alive, if barely, and you can get a lot of updates on facebook in #atxurbanists or on twitter.

Two important facebook comments in a thread fighting against a member of the establishment I thought it worth copying here and cleaning up before I go. Blockquotes (italics in most themes) are my words; things in quotes are the guy I was responding to).

The first:

I have my honesty and my integrity, which are worth a lot. It means that in the future, when I say something, people don’t have to think “does he really mean that?”. Or “is he exaggerating for the benefit of somebody or something else and doesn’t really know what he’s talking about?”

And the second (most of it):

“At least you have ideological purity in snaky Facebook posts, that is even better than a seat at the table for sure.”

Playing along with the bad guys is what the Alliance for Public Transportation did. They got nothing out of it. I fought them. I won. I beat a bad project which would have made things worse. And the people who were dishonest and disingenuous in service of Proposition 1 have to live with that. People should take what they say in the future with many grains of salt, as they were willing to be dishonest in the service of power. I’m not.

Show me why it’s worth my while to change. Show me an example of somebody like me who played along and was able to change the power structure instead of getting subsumed by it (or just having nothing good happen). Then I might listen, if the example is good enough and compelling enough. Until then, you’re wasting your time and everyone else’s.

“but no one in a position of power or authority gives a rats ass about what you say, because of how you present your opinion and maintain your relationships. ”

is a personal attack, by the way, and it’s also dishonest. The people who say substantively the same things but in a nicer way also get nowhere. The people who modify their message enough to get heard in this political environment are modifying it to the point where it is no longer substantively *true*. IE, the A4PT may have gotten listened to, but they did by basically lying to the public and to themselves. What good did that do anybody?

And of course remember again that the A4PT got listened to by lying to the public and to themselves, and then LOST. Don’t forget. Never forget.

#atxrail classic courtesy of Central Austin CDC

The insiders who messed up Proposition 1 still haven’t come to terms with what they did, so I’m not going to let it sit either. Here’s something not to forget; when certain political actors try to pretend there was some kind of consensus behind the choice that got spanked at the polls instead of the one that was never allowed to be studied:


Being too nice is how the liars will win.

Lots of people on ‘my side’ of the Prop1 debate believe you can’t call lies lies and can’t call liars liars.

Folks, that’s how they win. Have you never observed politics before? To the uninformed voter, they just see both sides arguing and will go with the one with the loudest megaphone or tallest podium (most credibility, even if completely unearned).

One recent example here. I have highlighted the parts that demonstrate a willingness to lie:


The person who made this comment knows that those of us on the other side from him firmly believe that Highland saps all possible finances for any extensions anywhere. Yet he still makes this argument as if we are only upset because Guadalamar (or other route) isn’t going first.

This is a lie, people.

What more is it gonna take? Do you want to be nice, and lose, again, as in 2004? (Yes, I was nicer than this in 2004, but others were far nicer still; making lots of reasoned counterarguments, and what they got in return for their forebearance from being mean and calling people liars was the Red Line, bus cuts, and 10 years without any rail planning of note).

If you’re not willing to identify lies as lies, and you continue to treat liars as if they are arguing in good faith, you will lose. There is no way around this – I’ve been around long enough to know better. This does not mean that every argument on the pro Prop1 side is a lie, although a lot of them are; it means you should identify those that are lies and those that are not, and identify those who are willing to lie and those who do not; and treat them differently. You don’t engage in good faith with somebody who isn’t doing so in good faith themselves.

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.


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?

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.

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:


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.


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?



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.


  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 Lie Number 1

Lie #1 during Phase 1 of Project Connect was the justification of the collapsing of the West Campus and UT “subcorridors” (zones) into the Core subcorridor/zone “so we could ensure they would both be served by any initial alignment”.

At the time, on November 1st, I made this post, which asserted that there was no way this decision was being made to ‘serve’ West Campus; that, in fact, it was being made to avoid having to serve West Campus (which would obviously imply a route on Guadalupe).

Now, the final alignment through campus has been decided. Let’s see what we got. Click on most of these to make them bigger.

From Project Connect’s presentation to the CCAG on Friday February 21st:


Huh. Look at that. Not only do we not even see West Campus, but we can’t even see the western half OF campus. What a shock!

But it’s probably just a misleading image, right? There’s no way Project Connect would have told everybody they were going to serve West Campus and then not do so – West Campus must be just right underneath the words on the left, right?

Let’s see how far away a couple points on San Jacinto are from a location two blocks west of Guadalupe, using Google Earth. (The center of density in West Campus is not on Guadalupe – the best height entitlements are actually several blocks to the west. A ‘population center’ of West Campus in a few years will likely be 3 or 4 blocks west of Guadalupe; so me using 2 blocks is being generous to Project Connect).

Remember that the rule of thumb in transit planning for years has been that most people will not regularly walk more than a quarter of a mile from their home to their transit stop (or from their transit stop to their office). A few will do more, but the quarter-mile rule ensures you will get most of your possible transit market. Some people lately have tried to assert that good rail transit can do the same thing with a half-mile walking radius; in my opinion, this works in some cities where parking is quite difficult, but primarily on the home end of the trip, not the office end.

First, from 21st and San Jacinto to two blocks west of Guadalupe on 21st:



0.6 miles. The main density of West Campus is definitely not served by San Jacinto even by the most generous standard. Guadalupe itself is 0.48 miles away; served only barely by the most generous standard. In other words, the side of campus with the most activity is well outside the commonly accepted walking radius and just barely inside the most generous one.

Now let’s try 24th.



0.58 miles to where West Campus’ density starts. West Campus is not served at all by a stop here, either.

Finally, Dean Keeton and San Jacinto:





Nope. 0.54 miles to the start of West Campus’ density. To the start. Still outside even the most generous reading of “served”.

Project Connect, the claim of yours made back in November is still a lie.


What bad guys can accomplish

Over the last few years, I’ve written many times on this blog that Capital Metro was eliminating half of the local service on the route 1 corridor when the route 801 (MetroRapid, or so-called “Rapid Bus”) started service. Many, many times. Here’s one example from last June. Here’s another from October, 2011.

Recently, hundreds of people have expressed surprise and dismay when the events I’ve been telling you about for years actually came to pass. Richard Whitaker came out of the woodwork and talked to me while I was practically dying of the flu on a business trip in Atlanta, shocked that the locals were being eliminated. Nobody on reddit saw it coming. Nobody in the local TV media saw it coming.

Now it’s here, and again, everybody is surprised and dismayed.

The dismay is obvious. But why the surprise?

Honestly? It’s due, in major part, to the fact that one particular employee of Capital Metro has spent years convincing decision-makers and media-members that the author of this blog is a troll who has no idea what he’s talking about. Yes, I know this for a fact.

The last major exchange that Capital Metro employee and I had is still burned into my mind. It was on the same topic as the blog link featured further down this page, but I have yet to be able to get a twitter search tool to bring up the thread. Basically, I spent a couple of hours while on a layover in the DFW airport a couple of years ago making the fact-based case in that blog post below (about the #9 being cancelled without its planned replacement) in tweet form, calmly and rationally, only to be repeatedly told by that Capital Metro employee that I was wrong; and at the end, to be cut off again and labelled a troll. After that, I lost a considerable amount of access I previously had to some members of the media, city council and staff, and other decision-makers and thought leaders. I observed some activity myself where said Capital Metro employee was undermining yours truly with media members, and heard much more from others.

Today, that same Capital Metro employee was given an attaboy by somebody who I respect for supposedly dealing with constructive criticism well. This doesn’t make me feel happy about that person I respect, and it doesn’t make me happy about trusting the organization he leads. I hope this is just a momentary mistake.

Here’s the post which begins by showing how the Capital Metro employee in question really deals with constructive criticism, and my fact-based rebuttal to his dismissive aside to a third-party. Click the big words right after this.

Whole Shakers Of Salt, from 2010

I’ve been told by the leaders of the organization I mentioned above that I’m wrong for attacking said Capital Metro employee, even after that employee lied repeatedly during the Project Connect process. I’ve let leaders of the organization I mentioned above know that the Capital Metro employee in question made some clumsy threats against another supporter of said organization which were not consistent with the image of that Capital Metro employee that they continue to firmly grasp to. After all this, I find myself wondering what it takes to make those people angry. I know I’ve done so, by taking issue with their strategy and tactics both privately and publically, but apparently actually lying in order to steal political capital to support a hare-brained, mendacious, underhanded political process is just A-OK, as long as they see you a lot and you smile and shake their hand while stabbing them in the back. You’ll still be their chum, and still get lionized for your ability to handle constructive criticism.

Again, I hope I’m wrong. But like them, I’m reading some tea leaves.