I just sent the slideshare version (contains more slides) to all city council members. I’ve exported some to images for this blog post; but the slideshare may be a better viewing experience if your platform permits it.
This VMU on Lamar at North Loop (google maps link; as of 9/5/2014 the streetview picture is from construction) is open now. I like it. It has a bus stop right in front of it! Streetscape is good. There’s actually a new Taco Cabana across North Loop from it, unfortunately with a drive-thru, where the pretty image to the right has a grassy field1. The property to the south of the Taco Cabana appears ripe for redevelopment soon as another VMU; I’d be surprised not to see it go that way within a couple of years.
Let’s imagine the resident of one of these new apartments wants to take the bus to Wheatsville Co-Op, an urban grocer located at about 31st and Guadalupe. Lots of people used to ride the bus to Wheatsville last I checked.
For background, the VMU ordinance was enacted as a quid-pro-quo for the McMansion ordinance – the logic was that we would build tall apartments (for Austin, anyways) over walkable retail on corridors where transit frequencies and usefulness was high. Lamar/Guadalupe definitely fit that bill, at least originally.
Before the implementation of “Rapid Bus”, the #1 ran about every 13 minutes during peak periods on this route. Google maps says that the bus portion of this trip takes 8 minutes on the #1. Note that Google doesn’t even consider the 801 a viable option for this trip, unlike Capital Metro themselves. We’ll get to that in a minute.
We can use the same “show up and go” calculations from this post to come up with this graph. Short summary: If transit service is to be truly useful as a replacement for the car, it needs to be frequent enough that you don’t bother to check a schedule; you just show up at the stop and a bus comes pretty soon (and by the way this was one of the big marketing points for the #801; so this isn’t just a condition I’m placing on them to be mean). Note that the walking time on either end for the #1 trip is essentially zero – there are bus stops for the #1 (but not the #801) directly in front of the VMU building and the grocer.
Originally, when frequency was every 13 minutes, a trip to the grocery store would involve a 0 minute walk, an average 6.5 minute wait (half of frequency), and a 8 minute trip on the bus, for an expected trip time of 14.5 minutes. Not bad.
However, in the world we live in now, Capital Metro has cut half of the #1s and imposed instead the #801 in place of the #101, stealing the local frequency for the express. How does that service work for our apartment resident?
Same calculations as above – we end up with an expected wait of 13 minutes (it runs every 26 minutes during peak)2. Total trip time is now 21 minutes, if you can get a seat on this bus, which has been a problem ever since the 801 change happened.
But surely the 801 made up for this drop in service, right?
Again, Google won’t even give this as a trip; but Capital Metro’s trip planner does.
Huh. Cap Metro expects the user of this ‘service’ to walk about a half mile north to the “Brentwood Station”, wait (12 minute frequencies during peak), ride the bus to the “Hyde Park Station” (7 minutes), then walk about a half mile south to Wheatsville. Hey Google, how long will those walks take? Google says 8 minutes each, roughly.
So let’s graph those new trips, shall we?
The results show that, and all of this is compared to the conditions before the #801 started (“old #1″ in the graph), a resident of this apartment building can now either pay the same amount of money for a much less frequent service (#1) that will now take about 50% longer to get where they want to go, or they can pay double the price for a reasonably frequent service (#801) that will take more than twice as long to go where they want to go. People boarding a bus at this stop and travelling to Wheatsville have seen a significant degradation in quality of bus service.
What’s the conclusion? Well, even if you are foolish enough to think a 26 minute frequency local service still qualifies as “show up and go”, the residents of this VMU and many others in the area are unquestionably much worse off after the implementation of MetroRapid. And what’s worse – the developments resulting from the VMU ordinance were sold to surrounding neighborhoods as less of an impact on their daily lives because we all assumed many of its residents would ride the bus.
Still true? Doubt it.
More to come.
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.
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.
So I spent about three hours around lunch yesterday for a 1.75 hour meeting moderated by AURA where we could ask questions of Project Connect staff. One of my questions was following up Lyndon Henry by complaining that the size of the subcorridors (or in Lyndon’s better term, “sectors”) was ludicrous and pushing us away from a more sensible decision-making process.
At one point later on, a very good pal of mine who is working on the program answered John Lawler (UT student government)’s question about why that decision was made to suddenly include UT and West Campus with the Core with a blistering diatribe about how inappropriate and offensive it was to be so cynical about the motives behind said change, while occasionally looking right at yours truly. Message received, loud and clear. (Not just by me; others asked me if I thought you were speaking to John or to me when you went there).
Before I link to my brand new slide deck you just motivated me to write this morning, know this: Before this meeting, I only mentioned this change in an aside in a couple of places. I never talked to the University Area Partners or Mr. Lawler; they didn’t get their complaints from me. If anything, I may actually have heard about it from them, indirectly. I was like the tenth person in the scene to even notice the change.
But by incorrectly assuming that just because it was a complaint, it must have been only from me, or by trying to score points by making an attack about it by tying it to me, whom you presumed was held in low regard by the room, you just brought me into it. Congratulations, now I’m all-in.
If your (paid to do this) feelings were hurt by the implication that the motivation for the change might have been less than aboveboard, consider the converse: I took vacation time to spend my lunch hour only to get attacked by you (who, again, unlike me, is getting paid to do this).
Click the little expanders in the lower right to embiggen.
The last gif is animated in my version but not on slideshare. Imagine Colbert sarcastically clapping, or don’t.
Doing this quickly at the car dealer to get it out. Thus, this is going to be a lot of screencaps ‘n’ paste action and poorly formatted. You are forewarned.
First, some background, via cheap and dirty screencaps of some twitter conversations; click to embiggen:
Notice how many people immediately saw the problem with this map (as soon as they looked).
Then, Project Connect finally issues an initial response; more than 24 hours later. Note that these four are in reverse order (oldest at the bottom).
Realizing right about now I should have done this in storify, but pressing onward. The first point to see here is that Project Connect is more than happy to send out updates on everything via twitter where everybody can see, but they don’t seem happy to engage with people giving feedback on that mechanism. While I understand at this point whomever’s behind the account (JMVC used to be, don’t know if he is now) is feeling a bit set upon, the fact of the matter is that if you ask for more feedback via email you’re not being transparent. People need to see both the question AND the answer for it to qualify as transparency and as Austin CDC noted earlier, previous feedback via email had been ignored.
Over the weekend and early the next week, the incredibly busy people at Project Connect who were treating this issue with the seriousness it deserved spent all their time fixing the data. Or did they?
No, they didn’t. They presented at, with the previous map book:
- University Area Partners
- Planning Commission
- Barton Hills NA
- Oak Hill Parkway Open House
- Mueller Neighborhood Association (link may require registration there)
About halfway through this schedule they noted:
Here’s what that release said:
It was brought to the attention of the Project Connect Central Corridor team that there was a potential
issue with the Central Corridor Map Book. The team reviewed versions 1 through 4, confirmed an error
and has made the necessary corrections.
After further review of the Bus Ridership Map featured on page 36 of Map Book version 4, we
discovered that the map had been populated using the wrong data field (bus stop rankings instead of
stop boardings). The source data set posted to ProjectConnect.com was not incorrect or incomplete, but
the map in the Central Corridor Map Book displayed the wrong data field.
The project team will publish version 5 of the Map Book online in the Central Corridor Resources, on
Wednesday Oct. 23, 2013. It will include the corrected map with fall 2011 Ridership Data as well as a
new map with spring 2013 Ridership Data. Both data sets are populated using boardings (or “ons”) at
each stop; data by route is not specified on the map.
The Central Corridor Map Book is a working document that is subject to frequent updates. We
appreciate interested community members taking a vested interest in the project and providing
feedback. The Central Corridor team reviews every comment, critique and compliment received by
members of the public, regional leaders and interested parties as part of our inclusive, deliberative
process. The Project Connect Twitter and Facebook accounts continue to be great resources for
community input but if your feedback exceeds 140 characters, please email firstname.lastname@example.org
The map was indeed released on Wednesday, five days after initial feedback was given. Many many people were misinformed by the previous map during that period; many more people missed the opportunity to be correctly informed by the actual data during that period; and Project Connect thinks this is no big deal.
Do you think it’s a big deal? Here’s the original map:
If you saw this map, your likely reaction (if you took it for the truth) might be: “Why are those Guadalupe/Lamar guys asking for rail when there’s so much existing transit demand out towards Mueller?”
Here’s the corrected map:
If you were a resident of Mueller and saw this map, you might even be honest and say “we don’t deserve rail over the obvious high-demand corridor here”. If you were on the Planning Commission, you’d definitely say so. But Project Connect robbed you of the opportunity to form that opinion with correct data.
Was it a simple accident? Well, it’s conceivable. But is that any better?
Let me make an analogy for you.
Suppose you’re a college student back in the day when we turned in physical papers instead of via email. You got an assignment to write a 500 word paper on why the Federal Transit Administration views existing bus ridership as the most key metric in determining the viability of rail service.
You write your paper. You print it out, and hand it in.
The professor returns it a day later with an F, indicating that you didn’t write enough words.
“I did,” you insist; “I remember writing for hours!”
The professor shows you the paper you turned in. It looks like this:
Your initial response is “that looks like my term paper, but I’ll look into it!”.
You take five days to look into it.
You finally come back to the professor and say “It looks like I only handed in the third page of my paper by accident. Here’s the next iteration of the paper” and hand the full 3 pages in.
Any professor worth their salt is going to say “Did this look like 500 words when you handed it to me? Did you even check? If this is how seriously you take my class, I’m going to explore whether I can issue a grade lower than F”.
Project Connect, if they cared at all about the data that’s theoretically informing opinions in this process, would never have let the old map go out. It was SO OBVIOUSLY WRONG that it was immediately spotted by everybody who knows anything about transit in Austin as soon as they looked at it. It’s the equivalent, for instance, of putting out a road map with Cedar Park labelled as Austin and vice-versa. There’s only two reasons this would have gone out that way – and again, the most positive one to PC is that they don’t care that peoples’ data is crap, because they don’t care about the opinions generated by those data, because they don’t intend to actually take those opinions into account.
Yeah, that’s the BETTER interpretation. The worse is that, like many other modifications to maps many of us have found, they’re messing with the data on purpose to try to get the public to actually support a lesser rail route.
Obviously I’m not among those who have, either as a political calculation, or otherwise, just politely thanked Project Connect for their corrections on this matter. As I noted above, this is not nearly enough. What would it have taken to get me not to open up on these guys?
1. An immediate and strongly worded apology last Friday for the obviously wrong map. There is no way that anybody who knows anything about transit in Austin would look at that map and say “looks fine to us!”, but that’s what they did.
2. A loud and large public relations campaign with the corrected map – show everybody who you misinformed with the old map the new map and explain the error and what it signified, instead of burying it in a PDF press release issued only from your web site. Remember, for instance, lots of people at the Mueller NA now actually think they have more bus riders going there than up Guadalupe! And they’re talking to their friends about it as we speak.
3. An immediate and serious commitment to handle all future issues of this type in a truly transparent fashion – for starters, show Austin CDC’s questions and provide answers in PUBLIC. Don’t let them go down the e-mail hole. If you feel like you can use twitter to advertise your meetings and maps, then reasonable people expect you to answer issues about them in the same forum in a timely fashion – indicating that you’d prefer such feedback via email is not acceptable.
My car’s almost done, so this is going to have to be it for now. Suffice to say these guys have not learned their lesson at ALL, and thus have not earned my trust, and they should not have earned yours either. Continue to take every thing these guys do with a hefty dose of skepticism.
Don’t bother clicking to embiggen. I had to make that in five seconds with PowerPoint.
Original for lower picture from StreetsBlog; I forget where I got the upper.
Wasn’t intending for this to be a blog post, but RRISD blocks SSH to my host, so this is the only way I can get this picture up where I can link to it from this skyscraperpage thread – where somebody has drank the Kool-Aid that because you’re close to something, it must be walkable.
As always, click to embiggen.
but this location does not:
But surely I must have taken a bad picture of the first location. Let’s spin around and take a couple more shots:
One last one, to the north-ish, showing development happening any day now which will turn this into an urban paradise:
Oops, looks like suburban homebuilder signs. Well, still, if he says that this area justifies rail service:
and this does not:
who are we to argue?
(All Lakeline pictures taken during a serendipitous Saturday morning trip from my kid’s chess tournament up in Cedar Round Rock Park to the Super Awesome Target to buy a camp chair, in which I coincidentally (yes, coincidentally) drove right by the ‘station’. Austin pictures horked from Google streetview, which were obviously snapped during a slow period. Posted with some pain to bookface because RRISD blocks that, and IMAP/SMTP, but NOT tworter for some reason, so Round Cedar Park Rock punks should please plan on getting tworter accounts posthaste).