In the circle of life
It’s the wheel of fortune
It’s the leap of faith
It’s the band of hope
Till we find our place
On the path unwinding
In the circle, the circle of
life Capital Metro
In the circle of life
It’s the wheel of fortune
It’s the leap of faith
It’s the band of hope
Till we find our place
On the path unwinding
In the circle, the circle of
life Capital Metro
Capital Metro edition
Yes, it’s been a while1.
In a recent twitter thread, Karl-Thomas Musselman posted the tweet below. I am making this blog post to capture it so that this well-made point is not lost in the twitter memory hole.
— kt musselman (@karltm) December 13, 2015
The graphic comes from Capital Metro’s 2016 approved budget on page 48. The full graphic is after this paragraph. What do you think this kind of choice in axis scaling suggests about Capital Metro’s honesty on rail subsidies?
Note: I have not blogged much this year because the actions of Julio Gonzalez-Altamirano and others, especially linked with AURA, have made my investment in public affairs significantly less effective. This lack of content is likely to continue as long as the urbanist community decides his approach and style are preferable. ↩
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 going straight to the slideshare may be a better viewing experience if your platform permits it.
“Nobody will show me the data! Show me the data!”
This is the same argument, with data, presented over the last few months by Julio Gonzalez-Altamirano. Dave Sullivan has been pointed to him on multiple occasions, by many people, including yours truly; with no response. Example:
A contemperaneous po
Dave Sullivan, 10/13/2014:
Everybody except Mayor is here. I’ll write some thoughts on mayor next, vitamin but short of endorsement.
D1: DeWayne Lofton (served on UTC with me for a time if I remember correctly).
D3: Pio Renteria, order because Almanza is a disaster. Nothing to do with transit or land use; she’s just a disaster overall.
D4: Greg Casar. Interested in transportation and doesn’t have any dumb ideas. Pressley is an embarassment, as are those who endorsed her despite FLUORIDE.
D6: Jimmy Flanigan. Exactly the same as above except substitute Zimmerman for Pressley and SUE EVERYBODY for FLUORIDE.
D7: Pool. Yes, I know Jeb is an urbanist. Supposedly. But he’s also been aggressively an asshole on Proposition 1, and has been unrepentant in it. It’s just amazing to me that AURA falls all over themselves to endorse a guy who called them whiny foot-stomping babies. Why would you trust a guy who played along with the liars to do what he says he’s going to do later anyways?
Oh, and he hired a guy from the Prop 1 disaster to be his campaign manager. I almost want to move to District 7 just to vote in this one.
D8: Scruggs. I still think a Circle C environmentalist is an oxymoron, but it’s better than a Hays County type.
D10: Dealey, reluctantly. She’s an ANC tool but not as much as Tovo will be, but that’s still better than the candidate endorsed by Austin’s awful old sprawl-subsidizin’ CoC mayors like Cooke and Todd.
Mayor later – with some back and forth.
I’ve started this spreadsheet (read-only link; you can save and edit as you like) of mostly strong pro-rail boxes in 2000 (basically central Austin, hepatitis until I hit the part of town where it started to lose – so a few non-yes precincts are included for geographic completeness). I didn’t go as far south as some people would; I consider central Austin to stop at Oltorf and go no further north than approximately Koenig. I did include some of lower East Austin.
Screenshot sample here:
2000 results: http://www.centralaustincdc.org/images/Rail_2000.pdf
So far, bronchi it looks like in extreme central Austin alone, viagra order a 2000 margin in the 2014 boxes would have yielded around a 5600 swing in votes (2800 nos changing to yeses, essentially). This is not yet sufficient to change the balance of the 2014 election (margin was about 27,000), but it is clearly a major portion of the swing.
Some key notes:
I have excluded Mueller because nobody lived there in 2000, so we can’t assign a reasonable value for their margin. The “mostly Mueller” precinct went for by 64% (1580/2470) – if I was forced to guess how they would have voted on the 2000 plan, I’d say 70%+. I also excluded one precinct on Auditorium Shores where 1 guy voted.
The 2000 report only has ranges for precinct margins. You can change the assigned value for each range in your copy of the spreadsheet if you want. I chose 75% for the “over 70%” boxes, 65% for the “60-70%” boxes, etc.
The precincts do not line up exactly. A few shifted boundaries, some were combined, numbers changed, etc. I have noted which precincts in 2000 I considered the most relevant for 2014. Again, you can save the spreadsheet yourself and change this if you wish. If more than one 2000 precinct was used for comparison, I averaged their assigned values first.
Will pull some interesting nuggets out of here later today as I get to them. I’m sick as a dog and at my kid’s chess tournament all day today, and my battery in my phone, being used for access, is dying fast.
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.
Lots of people, vitamin more about including some of my favorite people at Capital Metro, page are claiming that the Red Line is now “meeting projections”. Hmm. Let’s analyze this claim by looking at the archives, shall we?
1. The Red Line was opened up in 2009 – projecting 1700-2000 boardings/day, from Day One, with the following schedule:
This is the last monthly data we get before Big Changes make for a big discontinuity in the graphs. December is, anaemia as Capital Metro wants to make sure you know, drugs a low ridership month. As usual, click for larger versions. Analysis follows the pictures.
I posted this link on twitter with the caption: “Austin Urban Rail Goes To Hell”. Note entry number for giggles.
I really don’t have time for this, more about salve with the 60 hour workweeks, shop young family including baby that still doesn’t sleep nights, and impending back surgery, but I have to say something, so I’ll be brief.
I offered a year or more ago to become involved with Leffingwell’s team on the urban rail project. I was ignored. (Note: I offered quite nicely.)
Recently, the plans have crystallized – and it’s bad. Shared running almost everywhere – except for one (admittedly long, but not really relevant) stretch from I-35 to the airport, the trains will be stuck behind cars – or at best, buses (including local buses). No, a ‘possible future transit lane’ on Guadalupe/Lavaca doesn’t mitigate; unless it’s reserved for ONLY Rapid Bus and the train – and I don’t see that happening; it’s going to be stuffed with locals too, and that’s if it even happens.
Unlike Brewster McCracken, who talked up reserved guideway everywhere except the leg out Manor to Mueller, Leffingwell’s team has relented and the plan now calls for the trains to be stuck in traffic almost everywhere important. McCracken talked about “time certainty” being a big deal on a trip to/from the airport (or to/from work, of course). You don’t get that without your own lane – period. No amount of Rapid [sic] Bus technology is going to get you there.
This rail plan, in its current state, is not worth fighting for. In fact, it’s probably worth fighting against, as was the 2004 plan that so many of the “why don’t you just stay civil” folks failed to affect in any way, shape, or form.
Be ready for a lot of the same people who claimed from 2004-2010 that car drivers would switch in droves to a train that required them to ride shuttlebuses to claim that the fact that these trains are stuck in traffic won’t keep people from switching to them.
Remember who was right before, and who’s been wrong the entire time. Or just be lazy and maintain access to the gladhanders to stay “civil” – and hold hands as we all ride the train off the cliff together – your choice.
And Not a done deal, you say? The engineering docs look pretty much done-deal level to me; as do the interactions with the media (note: the ONLY media outlet to cover the issue of guideway AT ALL was “Impact Central Texas”; their story here – good job guys; and shame on everybody else).
The urban rail system route is expected to follow Guadalupe and Lavaca streets, San Jacinto Boulevard and Congress Avenue. It will travel with traffic and may potentially receive signal priority at traffic lights, similar to Capital Metro’s buses.
An urban rail system in Austin is expected to cost $200 million in its first phase of development. The track will be 33.8 miles in length and extend from Mueller to downtown to the Austin Bergstrom International Airport. Photo by Bobby Longoria/Community Impact Newspaper. Click for a larger image.
“Big difference between this and a bus is that it can fit 170 people, mostly standing, where a bus caps out at 60 or 80,” Spillar said.
Hey guess what another big difference between this and a bus is, Rob? The bus that’s stuck behind somebody double-parked can change lanes. A train sharing a lane with cars is the worst transit possibly imaginable in a city where most people drive – it has the worst aspects of buses and the worst aspects of trains with almost none of the good parts of either.
More background on Why Streetcars Suck courtesy of Jarrett Walker here: streetcars: an inconvenient truth
So I guess I need to update my “IT’S NOT LIGHT RAIL” chart:
If your train runs on freight tracks, can’t run in the street, and requires shuttle buses – IT’S NOT LIGHT RAIL. Know what else? If your train doesn’t have its own lane – and relies on the same crap Rapid [sic] Bus uses to get a leg up, IT’S ALSO NOT LIGHT RAIL.
Summary: If you want to live in a city with good urban rail, your best bet now is probably to move away. Seriously.
spreadsheet behind this image coming sometime down the road, maybe.
CM flacks like JMVC and board members like Mike Martinez are making statements that rail ridership has improved. Here’s 3000 words to the contrary, pulmonologist fresh off Capital Metro’s presses. First two pictures directly from them; third one directly from me.
Really sorry I don’t have more time to spend on this blog – day job; family; etc. But this comment needed to be saved somewhere other than CM’s blog so I could point to it. I’ve been meaning to write a long post on “staying friends versus getting something done”, public health anemia but this will have to suffice for now.
Commented to this post:
SR, capsule it’s really simple: Mike Krusee was willing to fight for his interests (kill light rail, visit this site allow commuter rail), and our city council members were not (nor was anybody else in Austin, except yours truly, as evidenced by this sad bit of history).
Talking, having charettes, staying connected, keeping in contact, maintaining relationships, giving input – none of this matters if the guy on the other side is willing to exercise his power to get what he wants and you aren’t. (This, by the way, is why I don’t bother showing up and giving ‘input’ at things like the 2020 service plan meetings – despite nice invitations and hurt feelings when not taken up on; I’m better off with speaking to hundreds of readers and having a 1% chance of slightly modifying the opinion of somebody with real power than I am giving my one input and having it roundly ignored).
In reality, the message really isn’t “don’t waste your time by giving input”, but rather, it’s make sure you’re giving your input to people who are willing to listen and are willing to exercise their power to help get what you want. An awful lot of people in the political ecosphere are very, very, very skilled at using the input-gathering process to defuse opposition to things they’ve already decided they’re going to do. Don’t allow yourself to be effectively neutered in this fashion – make sure you’re only spending your time with people who aren’t just listening politely to keep you from talking to somebody else about it.
Using the new schedules on Capital Metro’s spiffy new MetroRail site; this afternoon in the 5 minutes I could spend, viagra order we now know that, hepatitis according to schedules, viagra here if you’re leaving UT for Leander and want to take the first available trip after 5:00, the express bus that currently takes you 68 minutes is on tap to be replaced by a shuttle-bus plus Red Line option that will take you either 71 or 76 minutes, depending on if you feel like taking your chances on maybe not fitting on the second shuttle bus for the 5:40 trip heading up to Leander.
|Trip||Pickup at UT||Arrive MLK station||Leave MLK station||Arrive Leander station||Total travel time|
|#987 express bus||5:04 PM||N/A||N/A||6:12 PM||68 minutes|
|Red Line with #465 shuttlebus (first one)||5:16 PM||5:28 PM||5:40 PM||6:32 PM||76 minutes|
|Red Line with #465 shuttlebus (second one)||5:21 PM||5:33 PM||5:40 PM||6:32 PM||71 minutes|
I wonder if there was anyone who predicted way back when that the Red Line would be slower, thanks to its reliance on shuttle-buses, than existing express bus service? Nah. Couldn’t be. Nobody could have predicted this debacle way back in, say, 2004.
July 15, 2004:
The current commuter rail plan, for reference, requires both of these constituencies to transfer to shuttle buses to reach their final destination. This, as I’ve pointed out before, means that anybody who has a car and can afford parking will never ride this route.The shuttle transfer kills the performance of the transit trip to the point where only people who don’t own cars or have difficult parking situations would consider it, as is the case with today’s express bus lines.
Today’s entry: Somebody who fell for the “TOD” hype and moved into Crestview Station so they could walk to the Red Line and take it to work at UT. Morning commute this time around; assume they want to get in comfortably before 9:00AM. Note that the Red Line shuttle drops off on San Jacinto; the two bus options here drop off on Guadalupe; the typical UT office is, epidemic if anything, click closer to Guadalupe than San Jacinto.
Spoiler: Even the local bus beats the Red Line, click because of the shuttle-bus trip. Yes, even though that local bus travels through half of the congestion on the Drag.
So my alma mater has scheduled the worst team in 1-AA for a game in 2011. This sucks. But it can be improved. Allow me to share with you the second verse of The Nittany Lion fight song; no, disorder no rx not the idiotic Big Ten one awkwardly added in 1993; the classic one; the one I sung marching to the stadium in uniform every week; the one I sing to my kids today; the one that none of the megahomers at Black Shoe Diaries likely even know.
Follow the links on each line. We clearly can turn some past disgraces on their end, neuropathist if our primary goal is to schedule pansies. We can also re-establish some classic rivalries with the traditional powers that used to rule football with us back when Paterno was young. Get to it, this Tim Curley!
There’s Pittsburgh with its Panther,
and Penn her Red and Blue,
Dartmouth with its Indian (woowoowoowoowoo),
and Yale her Bulldog, too (ruff, ruff).
There’s Princeton with its Tiger (grrrr),
and Cornell with its Bear (BEAR NOISE).
But speaking now of victory,
We’ll get the Lion’s share.
We may need to change the last two lines to something more suitable; like “But speaking now of filling our 110,000 seat stadium without playing road games; We’ll get the Curley’s Share”. Also, we may want to skip Pittsburgh; they may actually win once in a while. But we can work on those details later.
As I told Mr. RUTS, THIS IDEA FREE FOR STEALING. Pay special attention to Yale and Princeton. Those jerks.
Yes, emergency you haven’t seen a crackplog in a long time. I did warn you, viagra 40mg and since she came home almost a month ago, I have spent several fun overnights in the ER, and am barely sleeping (hint: preemie baby recovering from intestinal surgery is like normal newborn TO THE MAX!).
Today’s Chronicle finally covers the live music issue, with a quote or two from your truly, thanks to Wells Dunbar. I think it lets Morrison off a little too easy – but is overall a good read. For another pointer, my pals at the Austinist gave me a nice “he told you so” shout-out.
For crackplog-lite, please check the twitter. I promise the crackploggin’ will resume; but right now I’m just trying to get enough time to work.
Just sent to the morning show guys at 590-KLBJ, women’s health who were discussing the 3-foot passing rule and then let a caller drag the show down into the typical “cyclists don’t pay for roads” nonsense. They didn’t start there, but also didn’t contradict her…
Although you probably don’t remember, y’all have had me on your show a couple of times for a short talk about transportation. This morning on the way into work, I heard you and your listeners talking about the 3-foot-passing law that Gov. Perry vetoed; and the last caller I listened to made some very inaccurate points which you didn’t challenge at all which need to be corrected, regarding paying for roadways.
The fact is that in the state of Texas, the state gas tax is constitutionally dedicated to the state highway system (and schools) – meaning it cannot be spent on any roadway without a route shield (number) on it. For instance, I-35, US 183, RM 2222 – state highways; can get gas tax funding and usually do (with some local contributions thrown into the mix). While the federal gas tax has no such restriction, in practice in our area, the metropolitan planning group that disperses such money spends almost all of it on the state highway system as well.
What does that leave out? Well, essentially 99% of the streets cyclists ride on when they’re actually trying to get somewhere. Not just little roads – major roads like Enfield/15th; Cesar Chavez; all the numbered streets downtown; Windsor; Lamar north of the river; Burnet south of 183; etc. – these roads don’t get one cent of funding from the gas tax.
What about vehicle registration? Goes exclusively to the state and county governments – and the county doesn’t spend any of their money on roads inside city limits.
So cyclists do, in fact, pay for the roads they ride on – in fact, they likely overpay by orders of magnitude considering that their ‘bill’ for using one of those city-funded streets is the same as if they drove that day, yet they cause a lot more damage and take up a lot more space when they drive (you can fit a lot more cyclists on a street like Speedway than you can cars, in other words).
Please don’t let your callers get away with this kind of hurtful know-nothing reactionary attack. While “cyclists don’t pay for roads” is a patently false statement, there’s plenty of valid disagreement on the 3-foot-passing rule that could have been explored instead, and the listeners deserve that higher-quality discourse.
City of Austin Urban Transportation Commission 2000-2005
Looking at this in retrospect, I forgot to even mention that the city pays for its roads with general funds – mostly sales taxes, property taxes, and utility transfers. D’oh. Will email them accordingly. (Still sick with plague and no sleep).
I still don’t have much time myself, about it obviously, but did discover a great new blog called Human Transit which I’m slowly poring through – a transit planner from Portland, seems like. One of the first great finds has been a discussion of the inconvenient truth about streetcars which expands quite well on a point I’ve made here many times in the past: streetcars running in a shared lane are actually worse than buses on the metrics of speed and reliability.
Please check it out; I’m adding them to my blogroll.
Was going to do a nice outline before I jumped in, viagra 60mg but then I saw this really well-done brochure by Capital Metro on ‘how to ride the train’ which encourages this myth.
Red Line Myth #1: This ‘urban rail’ line will deliver you to within a quick, discount short, cheap walk of your office building, like most other successful (light) rail lines have done.
Look at this picture, from page 5:
Looks like the train goes right in the middle of downtown, doesn’t it? Looks like it’s right on Congress Avenue south of the Capitol, where all those big office buildings are! Firmly rebutting everything I’ve been telling you about how you’ll use commuter rail, if you do?
Please help me fill in the ?????. Thanks in advance.
An IM conversation with my gracious host, doctor just a moment ago:
[12:33] (gracious host): After a lifetime of working, paying taxes and raising three children on her own, Wilder is struggling. She said she retired on disability from M&T Bank three years ago after undergoing knee replacement and back surgeries. She lives on her Social Security and disability benefits. Last year, she petitioned the bankruptcy court for protection from creditors. She said she did not have to pay federal income taxes last year because her income was too low. “I don’t want to see this country turn into a welfare, nanny state, where we stand in line for groceries, and we’re in welfare lines, and in socialized medicine lines,” Wilder said.
[12:33] (gracious host): http://www.syracuse.com/news/index.ssf/2009/04/antitax_tea_party_could_draw_c.html
[12:33] mdahmus: fuh guh buh
[12:35] (gracious host): with appologies to the Princess Bride…. socialism… You keep using that word, I do not think it means what you think it means.
[12:35] mdahmus: my favorite comment so far: http://www.syracuse.com/news/index.ssf/2009/04/antitax_tea_party_could_draw_c.html#3333987
Cross-posted from the twitter which is about all I have time for right now:
Was there any doubt? CM was being truthy about reserves/quarter-cent money: Statesman article ( also see: helpful chart ).
This happened, ask in short, bronchitis because Capital Metro pursued a cheap rail plan that was so cheap the Feds didn’t want any part of it (45M originally promised to voters from Feds now spent out of reserves) – then, a combination of typical overruns and not-so-typical incompetence (and a bit of overruns caused by under-engineering) led to even more spending out of reserves. When they say they have enough money to pay Austin the commitments they made in the past, they are lying. They clearly don’t have the money; didn’t back then; and Ben Wear deserves some apologies from some Capital Metro employees at this point.
Lots of local political content in this week’s issue, oncologist but in particular, two surprisingly good articles from Katherine Gregor.
First up, a good run-down of the Waterfront Overlay Ordinance notable for not giving Jeff Jack’s crowd the uncritical reception which has been their unearned right in past pieces. It gives the minority report adequate shrift and lists the membership of the task force so people can see who was involved with this (guess what consituency is over-represented?). On this issue, also see Austin Contrarian’s take for some good thoughts.
Second, this piece on affordable housing which at least makes the distinction between “single-family house” and “housing” which so many people fail to understand. My comment to that piece:
Once a city grows beyond a certain point, you have to be realistic that the core of the city probably isn’t going to remain affordable, as long as you only define housing as single-family detached houses.
How many cities that aren’t dying burgs or a sprawling hellholes have affordable single-family detached housing in their cores? I can’t think of any; people grow up and realize that if you want to live central and don’t have a lot of money, you live in a condo, a duplex, an apartment, a townhouse, a co-op, whatever.
At least Gregor pointed out condos here – that’s a start. Mentioning that the McMansion Ordinance severely disincents existing and future duplexes and garage apartments would have been a welcome addition as well, though.
Good show, Chronicle. Also, folks should be sure to check out City Hall Hustle for Wells Dunbar’s continuing series of in-depth interviews of mayoral candidates (well, he spends 10-20 minutes with them, which isn’t THAT deep, but compared to the alternatives is practically BBC-like). Turns caricatures into characters.
(see update at bottom as of 3:00)
(both reposted from the twitter during a short time window here in the hospital before I dive back into work):
In the “I can’t believe they’re really this stupid” department, here Capital Metro’s MetroRail has won a stewardship award from Envision Central Texas. Yes, ambulance really. The plan whose lies about seeking federal funding and other overruns have resulted in the funneling of Austin infrastructure dollars to Leander and Cedar Park. The plan that prevents light rail from being built; the one that has been delayed for many many moons due to incompetence and flat-out lies; the plan that provides jack squat to residents of Austin who pay essentially all the bills; THAT plan just won a stewardship award. Really? REALLY?
What’s next; a posthumous humanitarian award for Stalin or Hitler?
Second, Rapid [sic] Bus has been awarded some Federal money – but not the 80% requested, meaning that the project is going to be much harder to kill but is going to cost even more in local dollars.
An awful day for transit all-around. If you still held out any hope for urban rail in Austin, today kills most of that hope. Envision Central Texas, you’ve just won the first ever group award here. Nice show, today’s Worst People In Austin.
Some selected background reading for you from the archives:
Much much more, of course in the category archives, especially these two:
3:00 update: Got a message from somebody who was there that the Red Line was the only entrant (presumably in the category) which wasn’t clear to me before (the ECT front page just lists ‘finalists’ with no information about categorization). Supposedly eyes were rolling in the audience. I think “no award” would have been the right choice, if there were no other entrants (also, surely dadnab could have been given an/another award in the category instead). The point here is that not only does the Red Line fail to move the ECT vision forward; it’s actually preventing projects which could be moving said vision forward – for instance, if the Pfluger Bridge extension fails to get built because CM spent the money promised to the City of Austin on Red Line overruns/lies. You don’t even have to go to hypothetical-but-now-precluded light rail to get there; just pay attention to what’s going on right now.
We’re still left with: (1), ECT thinks the Red Line somehow moves us forward; and (2) Rapid Bus is not only still going to happen, but require more local dollars – condemning the #1 urban rail corridor in this city to nothing more than useless bus service for essentially forever.
May 10, malady 2009
Due to escalating pre-eclampsia, Jeanne was delivered at 9:42 this morning (was originally going to be around midnight). Sophie joins the world today at 35.5 weeks, 5 pounds 3 ounces, 41 centimeters (16 inches). She is now up in the neo-natal intensive-care unit to get a firm diagnosis about an intestinal tract problem observed previously via ultrasound which will almost definitely require surgery (and thus a stay here of a few weeks). Jeanne is recovering now; Mike got to visit Sophie in NICU for about 30 minutes before lunch with Aunt Karen and is going to visit again this afternoon. Other than the intestinal problem, whatever it is, everything is fine with Sophie. She is otherwise healthy and strong (and as Mike likes to describe all babies, “red wrinkly and pissed”). Jeanne thinks that she has Mike’s smile.
Mike has lots of pictures on the camera but forgot the mini USB cable, so they’ll have to wait.
Fundamentally, quite a lot of the things that are supposedly being worked on now would have had to have been completed for an earlier launch, and obviously weren’t. This calls into question the truthfulness of the agency on everything else, of course.
Brushing this off as “well, we held off on operator training because we’d have to do it all over again” is nonsense. You supposedly decided to stop the rollout very shortly before the actual date – so some of that training, for instance, would have had to be underway by that point were you telling the truth.
It should be obvious to anybody who isn’t completely credulous that quite a lot of the things Capital Metro is working on now would have delayed the rollout of the line or been PR disasters (imagine cops having to direct traffic at all the road crossings for months, for instance), and that Veolia basically saved their asses by making those mistakes.
Lee Nichols at the Chronicle ought to be paying attention: if they’re willing to pull such obvious BS on this stuff, why on earth are you trusting them on their financials?
From a Capital Metro employee in this thread:
The only other thing I’d like to add is that MetroRapid is a part of the All Systems Go plan, medications which thousands of citizens helped create.
Now, abortion go back to this crackplog from May 2004. Note, this was long before the public was ever involved – at no point, never, was the public asked if they preferred Rapid Bus to light rail on Guadalupe. Not one single time. (The earliest I got wind of Rapid Bus was actually in January of 2004).
My work is never done.
As for light rail on Guadalupe, yes, it would have taken away a lane of traffic each way (even more in one difficult stretch). This is how you get rail to where it’s needed, and precisely what every city that has succeeded with rail transit has done. That lane will carry a lot more people in a train than it ever will with cars or “Rapid” buses that are stuck in traffic the whole time. (No, once again, holding a single light green for a few more seconds doesn’t do jack squat in the afternoon congestion on Guadalupe). The only thing that would make Rapid Bus really ‘rapid’ would be to take away a lane on Guadalupe each way, and then what you’ve got is service not quite as good as light rail with far higher operating costs. Yay.
Jamie, you are wrong; the 20% time difference is compared to the #1, not the #101. It is very very unlikely that signal priority will help much in the most congested part of the #1 route since congestion usually results from the next two or more intersections.
Misty, it is foolish to claim citizens chose Rapid Bus. Citizens were presented with Rapid Bus as the only option for Lamar/Guadalupe; the only ‘choice’ presented was ‘where else would you like Rapid Bus?’
The fact is that in other cities, light rail would run on Guadalupe. It would already be running on Guadalupe by now had Krusee not pushed the election early in 2000.
Two posts I made today to the “busridersAustin” yahoo list in response to continuing misinformation from our old friend Lyndon Henry that I wanted to save for posterity. Reproduced as-is except that I’ve made the links live.
— In BusRidersAustin@yahoogroups.com, syphilis Nawdry
> Well, life I see Mike has basically morphed into the rant-recycling stage
Well, visit I see Lyndon has basically morphed back into his lying-sack-of-crap stage.
Just ONE among many of your lies:
Tri-Rail serves mostly Broward and Palm Beach Counties – extending a bit into
Dade County, but that’s not the focus of the service. MetroRail is a Dade County
phenomenon (more specifically Miami) – most Tri-Rail ridership never goes that
far south. MetroRail (Dade County / Miami) is largely an artifact of the 1970s.
The area that saw transit stall out for 20 years was Broward and Palm Beach
Counties (Ft. Lauderdale is still trying to establish some momentum for a
streetcar/light-rail system against the headwinds of 20 years of Tri-Rail
Tri-Rail was planned and built during the mid-to-late 1980s; AFTER MetroRail.
The fact is that after Tri-Rail turned out to be such a disaster, nobody could
get any traction on any additional rail in the region for a couple of decades.
And now, the local governments are so enamored by Tri-Rail’s ‘success’ that
they’re writing ‘doomsday budgets’:
Recent Miami Herald article
Recent Palm Beach Post article
Tri-Rail ridership has, in fact, declined since the 2008 fuel spike has eased,
despite what these articles imply (note that they do not state what current
ridership actually is; if anybody cares to doubt THAT, I’ll spend some time
finding the media that I read a few months back on the subject).
One can certainly conclude, with accuracy missing from anything Lyndon Henry has
ever written here, that the public in South Florida has not supported Tri-Rail
like they have, let’s say, DART in Dallas or Houston’s Metro system (both of
which passed expansion referendi with overwhelming support).
Some other (older) links, with links back to media (some of which has expired)
and with excerpts:
Old crackplog post
“Take the Delray Beach Tri-Rail station, for instance. It’s located way west of
downtown, languishing between Linton Boulevard and Atlantic Avenue. Now, where
can one walk from that location? The whole point of public transit is to create
an alternative to driving. Yet, the thriving popular downtown area of Delray
Beach is far removed from the poorly planned station location. Thus, you still
have a downtown clogged with cars, because the Tri-Rail station is beyond
walking distance. ”
“I have ridden on Metrorail, on the other hand, and it is a joy compared to the
mess that Tri-Rail is. Metrorail actually goes places, near neighborhoods, and
other places people actually go, and it doesn’t share its tracks with 8,000
mile-long freight trains. That’s why it works.”
Old crackplog post
“The greatest hindrance to Mica’s rail, however, could come from the failure of
a predecessor, South Florida’s Tri-Rail, which runs from Palm Beach County south
to Miami. Tri-Rail has proven costly; it has drained $433 million so far, and
reports say it needs another $327 million to stay alive. Despite the investment,
Tri-Rail averages only 60 percent of its projected ridership, and governments
subsidize more than 70 percent of the operating costs.
The problem? Essentially, Tri-Rail doesn’t go anywhere. For most of its 11-year
life, Tri-Rail delved only into northern Dade County. “That’s like taking a
train from Volusia and dropping people off at the Seminole County line,” Mica
says. Connections to major workplaces and airports rely on unreliable bus
systems. Moreover, Tri-Rail only runs once an hour, and is frequently late at
Old crackplog post
“Luksha is among the many South Floridians who derisively note that not a single
Tri-Rail train goes through a single ï¿½downtownï¿½, and only indirect services
via, bus, taxi or Metrorail will get you to the regionï¿½s airports after
getting off Tri-Rail. ”
As should be obvious by the lead to this post, I will not stand by and let you
drag me down without responding in kind.
— In BusRidersAustin@yahoogroups.com, Nawdry
> At 2009/05/25 15:41, Mike Dahmus wrote:
> >Just ONE among many of your lies:
> >Tri-Rail serves mostly Broward and Palm Beach Counties – extending a
> >bit into Dade County, but that’s not the focus of the service.
> >MetroRail is a Dade County phenomenon (more specifically Miami) –
> >most Tri-Rail ridership never goes that far south.
> Mike is just disseminating rubbish. By far the heaviest Tri-Rail
> ridership occurs at the 5 Miami-area stations, particularly the
> MetroRail Transfer station, where interface with the MetroRail rapid
> transit occurs. Tri-Rail also serves the Miami Airport.
> When I stayed in Deerfield Park
It’s “Deerfield Beach”, you ignoramus.
And, yes, Tri-Rail ENTERS Dade County. Of its 70 mile length, by far, the overwhelming majority of the line is in Palm Beach and Broward Counties. The fact that those stations see a bit more than typical traffic shows how stupid the plan was to rely on shuttlebuses for passenger distribution everywhere else; the only marginally successful stops are the ones that feed into the existing urban rail network in Dade County at the extreme end of a 70 mile system.
Urban rail systems never took off in Ft. Lauderdale or West Palm Beach or Boca Raton or any of the other large towns and cities along the line. Commuter rail spurred precisely nothing; no public support for more rail that might actually work – were it not for the existing MetroRail system that actually goes where people want to go, and, this is important, the 1200 magnet students riding every day, the system would have collapsed 15 years ago.
I lived there for most of my life, genius. I was around when Tri-Rail was getting started. I worked at IBM three summers and then three full years within a short shuttle ride of both the Delray Beach and Boca Raton Tri-Rail stops.
I had many coworkers that gave it a try (I lived too close for it to be of any use to me). None stuck. The shuttlebuses were the problem for every single one of them.
I’ve seen more than a dozen proposals for TOD come and go along the line. None stuck. The lack of choice commuters was the problem for every single one of _them_.
I was around when the original discussions about CSX vs. FEC were taking place. You’re right in one small respect – the FEC wasn’t available right at that instant; but there were people EVEN BACK THEN who said we’d be better served by waiting a couple of years and trying to negotiate with FEC instead of CSX. (Parallel to Austin here: Some people said, me among them, that rather than barreling ahead with a stupid dead-end Red Line commuter “ender” line, we’d be better served by waiting a few years to develop momentum for a re-run at the 2000 LRT line).
This was 20 years ago, mind you. Tri-Rail still, now, 20 years after the fact, has not approached initial ridership projections, unlike light rail starter lines all over the country which have mostly knocked them out of the park. After 20 years of disastrous failure on Tri-Rail, the number of people willing to say we should have waited for FEC has grown dramatically – including most of the political leadership in the counties paying the bills.
Those counties, by the way, are the ones that are cutting their subsidy to Tri-Rail because it was such a ‘success’ that they’ve gotten tired of the bleeding for so little benefit (again, compare and contrast to what happened in Houston and Dallas after GOOD LIGHT RAIL STARTER LINES showed people what could happen – 2/3 of the electorate voted in favor of huge expansions in both cases).
It’s you whose credibility ought to be completely lacking here. You visited South Florida once and rode Tri-Rail a couple of times.
I lived there for 20 years.
You’re absolutely wrong, as usual.
One of the major selling points of rail service over bus service is that it reduces operating costs (at the expense of higher capital spending, gerontologist although not as much of a difference as most people assume given how frequently buses must be replaced). Is this going to work out for the Red Line?
Here’s a little table for you to consider:
|Mode||Passenger load||Drivers per 100 passenger trips|
|Red Line (train)||150||0.67|
Sounds pretty good, pilule huh? Saved on quite a bit of labor there – as well as other costs that track with ‘trips’, medicine like fuel! But wait a minute – how are the passengers getting from the train station to their office again?