Austin drivers don’t come close to paying their own way

If a conservative is a “liberal who has been mugged”, approved there as the hoary old saying goes, here then a modern proponent of socialized medicine could be said to have been a fiscal conservative who has had more than five health care plans in the last four years (yours truly). I used to be 180 degrees opposed on this, but frankly, what we have is so much worse than even the bad socialized systems that it’s nothing more than ideological idiocy not to join the rest of the civilized world. To say nothing of the fact that we could easily match the French system, for instance, if we think the British or Canadian ones suck too much; and we’d spend less money overall, by all rational estimates (we already spend more public money than the average completely-socialized system; but we spend it stupidly and inefficiently on things like emergency care for the uninsured).

The people opposing such a move continue to spout baloney about waiting times, as if even those of us with insurance don’t wait as much or more in the US (and this matches my experience). For the benefit of equal or worse waiting times, I get to kick in thousands per year, and drown in paperwork (for all the payment plans we’re on to try to make sure we pay out of our HSA rather than out of after-tax money, and of course, to make sure I don’t overdraw the stupid thing). What’s worse is that the modern know-nothings who still push this disaster we live under are lying about the options people really have. You don’t realistically have the option to go to another doctor, even if you’re willing to pay standard (non-discounted) rates. Nor should you accept that as an answer – you’re already paying dearly for health care which these idiots claim is the “best in the world”.
Enough is enough. I’m turning in my capitalist-medicine decoder-ring. Call me Fidel LaFrenchie if you must. Better an honest socialist, if only for pragmatic reasons, than a lying capitalist.

Posted to comments and as letter-to-editor in their new interface, cialis but who knows if this new technology will work, condom so it’s reposted here for your pleasure. The 2nd Hawaii report coming as soon as work calms down a bit.

Commuters will only switch to transit if they are delivered to their final destination – within a couple of blocks. Failing to provide that “last mile” transport can doom an entire regional rail system. If far-flung suburbanites hate the bus, rx and their offices are too far to walk from the last rail or rapid-bus stop, then they’ll just keep driving, however long their commutes.

The part which was left out, in what’s becoming a disturbing trend of analysis-free journalism at the Chronicle, is that choice commuters will also NOT accept transfers as part of their daily commute, unless we’re talking about the Manhattan end of the scale where the transit alternative has the benefit of competing against 50-dollar parking.
Transfers from commuter rail to streetcar will not be any more attractive to daily commuters than transfers from commuter rail to shuttlebus – and choice commuters, as shown in South Florida with Tri-Rail, simply will not do the latter. Once you ride every day, the fact that the streetcar isn’t any faster or more reliable than the bus was becomes very obvious.
It’s time to remind people yet again: we did NOT decide to build what worked in Dallas, Portland, Denver, Salt Lake, Houston, and Minneapolis (light rail, or, what we would have built in 2000 and should have tried again in 2004). What we’re building instead was what failed in South Florida – a transit alternative which is utterly non-competitive with the car and will continue to serve only the transit-dependent at an incredibly high cost, while derailing transit momentum for decades.
Mike Dahmus
Urban Transportation Commission, 2000-2005

This subject keeps coming up; and although I’ve explained it in bits and pieces in many crackplogs here, viagra as well as in other forums, prostate I’ve never put it all in one place before. But I’m also short on time, so I’ll reuse most of a post I made today to the excellent SkyScraperPage forums and just expand a bit.
The immediate relevance is a somewhat petulant response from Michael King to my letter to the editor in the Chronicle next week. I suppose this means I’ll be published, at least. The money quote:

we don’t find it particularly useful to hold our breaths on transit questions until we turn blue (or bile green), nor particularly helpful to respond to every interim proposal with cheerless variations on “it’s pointless and it won’t work.”

So, here it is: why it’s important to keep bringing up that this thing won’t work and WHY it won’t work, and what WOULD have worked instead:
South Florida built almost exactly what we’re going to build: a commuter rail line on existing tracks which is too far away from destinations people actually want to go to – so they have to transfer to shuttle buses for the final leg of their journey to work in the morning (and back from work in the evening). It has proved a miserable failure at attracting so-called “choice commuters”, i.e., those who own a car but are considering leaving it at home today to take the train to work.
Here’s how the experience has gone in the area:

  1. Start with a largely transit-friendly population (retirees from New York, for instance)
  2. In the mid-to-late 1980s, commuter rail gets built (requiring shuttle transfers).
  3. Everybody who says anything says “this is going to work; rail ALWAYS works!”
  4. Nobody but the transit-dependent rides it. (“we tried it and it didn’t work”).
  5. Ten years later, whenever somebody brings up light rail, “we tried rail and it didn’t work here”.
  6. In the meantime, a huge amount of money is spent double-tracking the corridor and increasing service; but still, essentially nobody who can choose to drive will ride the thing, because the three-seat ride (car, train, shuttle-bus) makes it so uncompetitive. (Remember that, like our rail line, it doesn’t run through any dense residential areas where people might be tempted to walk to the station – all passengers arrive either by car or by bus).
  7. Fifteen years later, when people still don’t ride, somebody reads about TOD and thinks “maybe that will help”. Millions are spent trying to encourage developers to build residential density around the train stations to no avail (a bit unlike Austin in that here, all we need to do is allow more density and it will crop up by itself due to pent-up demand for living in that part of town). Nothing comes of this – because people don’t want to pay extra to live next to a train station where they can hop a train to… a shuttle-bus.
  8. Twenty years later, whenever somebody brings up light rail, “we tried rail and it didn’t work here” is still the primary response – but finally some people are starting to say “well, we built the wrong thing last time”.

If there had been more people pointing out before, during, and after the system opened that a rail line which didn’t go where the people wanted to go would be a failure, it might not have taken twenty years just to restart the rail conversation there.
I don’t want it to take twenty years to restart the conversation here in Austin.
Don’t believe it will happen? Remember: the pro-commuter-rail forces, before the election, were saying let’s ride and then decide. People in South Florida rode. They decided. It didn’t work. It has taken twenty years to even start seriously talking about building rail in the right places (along the FEC corridor, or light-rail in Fort Lauderdale). We can’t afford twenty years here.

There are 119 schools in Division 1-A. ESPN has ranked them (well, oncology they’ve only done the bottom 19 so far). Among the 4 non-conference opponents for my school this year? #117, pill #118, and #119.
THIS IS NOT HOW YOU WON THE TITLE IN 1982 AND 1986, DAMMIT.
I didn’t think this could be any worse than last year. I was rong.
Thanks to RUTS for the find. FUH GUH BUH.

Absent other options (and local bus is not an option) they will drive. That’s where rail comes in. We can build it, dosage as some have suggested, in places where people don’t want to live right now in hopes that people will want to live there. Or we can build it where people already are, and where more people are coming, to take some of that load. We’ve learned from Main that people will ride rail if it goes where they want to go. We’ve also learned that dense development is most likely to occur in places that are already dense. Rail isn’t causing density — the density is coming anyway. Rail, done right, is a way to deal with the traffic that density brings.

Focus on this sentence:

We’ve also learned that dense development is most likely to occur in places that are already dense.

What parts of Austin are already dense? Why, the parts served by 2000’s light rail proposal, and skipped by commuter rail (and streetcar). And, no, sorry, TOD won’t make much of a difference.
We ignore lessons from other cities at our own peril.

From the online Chronicle letters; don’t know if they’ll have the guts to publish it given their overwhelming tilt towards Karen McGraw‘s ANC “granola mafia”:

Just caught your piece [“Naked City, recipe ” News] in the July 27 issue about our [Vino Vino] off-site parking hearing before the Planning Commission on Tuesday, July 24, and the opposition to our proposal by Karen McGraw. It’s good to see the Chronicle taking a peek, if even an ever-so-lightly colored one, at this little turf war going on right here in bucolic Hyde Park (you could have given us a ring, you know). As you correctly point out, parking in Hyde Park and along the run of Guadalupe in question (from 40th to 43rd) is extremely tight. That’s why we, along with our landlord, Thad Avery, have looked into every possibility to lighten our parking load along this slowly revitalizing stretch of Guadalupe. Ms. McGraw has led a “spirited” opposition to our attempts to find a solution. In spite of overwhelming approval by the Hyde Park Neighborhood Association back in February and last Tuesday’s unanimous approval by the Planning Commission, we still await the green light to do our thing. We’ve been at this process, grinding it out, for two years now, and this is a wee bit frustrating. As to the concern Ms. McGraw expressed for her parking lot, we have no intention of letting any of our customers use her lot. Ain’t gonna happen. No matter what she may say. About half of our customers are Hyde Park residents who have walked from their nearby homes, and this is part of the charm of being here in the first place. However, we are happy that some of the lunch customers of the deli located in Ms. McGraw’s building use our lot to park their cars.
But that’s a whole other story. In fact, there is so much more to the story. Anyway, thanks for all the coverage of all things Austin.
Sincerely,
Jerry Reid
Manager, etc.
Vino Vino
p.s. As for the mass-demolishing-of-homes-on-Avenue A-scenario Ms. McGraw fears, got a clue as to how much those houses go for these days? That would be one friggin’ expensive parking lot! Oh, and the bus? Yep, we rented a bus for our supporters. With more than 30 folks turning up to show their support, it was the least we could do. We had room for Ms. McGraw and her two supporters. They should have come along.

Update: Here’s the link to the letter in case anybody wants to comment. I highly encourage it.

Well, pills I’m all the way up to part 2 out of 3 on the May 2007 Hawaii trip, view and I still need to backtrack and talk about Newark in June and State College in July. Argh. Here goes. Go back and read Part One if so inclined.


Background: O’ahu is the only island with any real transit service (up to the standards of a medium-sized mainland city, ask that is; the Neighbor Islands have some desultory bus service). Inside Honolulu, buses run all the time – you see them more often than in most big mainland cities. The system in Honolulu has for a long time been a vast network somewhat centered on Ala Moana Mall – a huge mall with a couple of large bus areas. Waiting outside in Honolulu is no big deal, so that’s what they do. In Waikiki, where we spent almost all our time, the buses all run down the central two-way road (Kuhio) rather than the one-way couplet of Kalakaua and Ala Wai. The system is called TheBus which I find irritating.

The population on O’ahu outside Honolulu uses the buses a bit but the primary ridership is in Honolulu (and commuters to same). There’s a huge proportion of the population that is transit-dependent; and I’ll further divide that market segment (for the first time here, although I’ve been thinking about it for a long time) into two subgroups: the voluntarily transit-dependent (could afford to own a car but choose not to because the bus system is good enough) and the involuntarily (don’t own and can’t afford a car). Of course, choice commuters exist here too.

The transit-dependent are a larger proportion in Honolulu than in most cities on the mainland (save New York) because parking is difficult and expensive, wages aren’t that high, and the weather is very favorable for waiting for a bus or walking to/from the stop. Not too difficult to figure. Buses don’t get much priority boost except on the long Kapolei-to-Honolulu route, in which buses get a bit of a leg up by using the HOV “zipper lane”. In the city, there’s one bus boulevard (Hotel Street) in the small “downtown” Honolulu, but I have no experience there.

Bus fares are startlingly high. Subsidies are quite low – and you’d figure in an island where they have to simultaneously worry about earthquakes and running out of room, they’d want to subsidize people to leave their cars at home – but the farebox recovery ratio is very high (over 30 percent, which is quite high for a bus-only system). The system is recovering slowly from a strike a few years ago which induced a large number of the voluntarily transit-dependent (mentioned above) to get cars or find other ways to get to work. One-way adult fares are $2.00; anybody between toddler and adult is $1.00 each way. There are no short-term passes (shortest is a 4-day pass which isn’t that good of a deal anyways). Monthly passes seem more moderate compared to mainland prices.

Tourist usage is moderate – the system is used heavily by hotel workers, but you will see plenty of people who are obviously non-local getting on and off the bus in Waikiki. This crowd is heavily weighted towards the hotels on Kuhio and on the Ala Wai side – the people in the most expensive rooms on the Kalakaua side probably don’t even know the bus exists. But there’s far more young people staying along Kuhio anyways in the moderately priced stuff, and the books they read (like Lonely Planet) highly recommend the bus, and we saw plenty of that sort as well as a few retirees.

Now for our direct experience, first the two trips to Hanauma Bay:

The whole family took the #22 bus twice to Hanauma Bay, which is a really delightful place to snorkel, especially when you can get to the outer reef (we couldn’t on either time this trip due to high waves). Calm enough for very poor swimmers to get to see a lot of pretty fish; still interesting enough for the moderately adventurous; and very easy to get in. This is the beach where Elvis lived in “Blue Hawaii”, by the way; and I’ve been here about 15 times going back to my first visit as a middle-schooler.

Although the drive to Hanauma Bay is fine, and the views are nice, parking is a problem – the lot is fairly small compared to peak demand, and on a previous visit we actually were turned away once (this happens fairly often but we’ve been lucky overall). Parking fees, stupidly enough, are only like a buck. Somebody failed basic economics. So this seemed like a perfect opportunity to try out the bus – especially since the travel guides recommend it, and we were trying to save money by not having a mostly unused rental car all week.

We left our timeshare and walked out to Kuhio and waited. Actually, I had observed several buses running the route bunched together right before we got down there on one of our two trips (can’t remember which one), which is understandable given traffic conditions on this route. The buses theoretically run every 20 minutes or so, but due to bunching we ended up waiting much longer one of the two times. Boarding the bus was fine but SLOW – they still use an old transfer scheme like Capital Metro did until a year or so ago (slips of paper), and feeding in dollar bills for us (5 bucks; Ethan was free) took quite a while. On the first trip, we were headed out in what was supposed to be early but ended up mid-afternoon (more like 2:30 as it turned out), and on the second trip we headed out right after lunch.
The route took us past Diamond Head and provided opportunities for a lot of nice views there on a road I actually haven’t driven before. Both times, the bus was very full – at times, every seat was full (perhaps 30 seats) and up to 10 were standing. People constantly got on and off the bus – apparently some folks use this same route to travel to/from Diamond Head to hike, although you have a much longer walk to the ostensible beginning of the hike from the bus stop than from the car parking. Also noticed many middle-school age kids using the bus to get from school to various spots along the Kalaniole – some to go home, others obviously to bodysurf (headed past us to Sandy’s Beach). A handful of tourists like us were obviously headed to Hanauma Bay on both occasions. The bus rejoined my normal driving route near the Kahala Mall and then I got to enjoy the views like I hadn’t since my one bike trip there (before the arthritis many years ago) since usually I’m driving in traffic with enough lights that I can’t look at the ocean as much as I’d like.

The dropoff/pickup location at Hanauma Bay is awful. It’s a much longer walk to the entrance – and I feel every inch of it on my bad feet while also carrying our heavy snorkel bag.

Compared to driving: The total trip time was about 50 minutes, compared to maybe 35 in the car (but add in 20-40 minutes for the wait for the bus, and add in 10-15 minutes for what it would have taken me to get the car out of the garage and come back to the timeshare for a more accurate comparison). The cost of the individual trip was competitive – figure $3.25/gallon gas and a 12 mile trip = $1.95 each way, $1 to park for a total of $4.90, compared to $10 for bus fare. But since we were “voluntarily transit-dependent”, we didn’t have to worry about being turned away, and for the whole trip we saved about $250 on rental car costs ($300ish for a weekly rental car + $10/day to park it, compared to two daily rentals we did do at about $60 each). That made going without a rental car a great decision for the week we spent in Waikiki, but as mentioned in part one, I wish I had rented one for the couple of days we spent on the Leeward side (about the same price as using the car service!)

Return trip: We waited with a large group each time at the inconveniently far out bus stop, where Ethan amused himself by chasing chickens. Don’t know how close to schedule the bus was; we didn’t care much at this point. Ride back was nice – again, standing room only at certain times.

I also hopped the bus once by myself on a trip back from the rental car dropoff (on the Sunday when we switched from the timeshare to the Hilton) and helped a couple figure out which bus would take them to the airport (they were Australian; most Americans, even those who took the bus while here, would know it’d be better to take a cab to the airport when you have to deal with luggage). Unventful for the most part, and at the Hilton it’s obvious that nobody there takes the bus – the stop is outside the property and a bit of a hike. The Hilton seems like a spot where people who don’t know what they’re doing end up spending $20/day warehousing rental cars, frankly. Like is often the case when I’m returning to my house from downtown, I had a choice of four or five bus routes – whichever one came first, in other words; I think the one I took was the #8.

Finally, we all took a tour bus to the Polynesian Cultural Center one day, which was a nice trip – but not transit per se. The place was a lot less hokey than I anticipated – I actually recommend giving this a try, although bring a hat – it’s very hot out there.

Summary recommendations: If you go to Honolulu once, rent a car. You’ll want it to do the North Shore, Pearl Harbor, and a few other things you should do at least once. But if you’ve already been to those places, try getting by without it if you can – you’ll be surprised at how much money you save, not to mention time (parking a car in Honolulu takes quite a bit of time as well as money – and rental car agencies are even slower there than on the mainland). On our trip, we rented a car for 2 out of the 11 days – I just walked to one of the four or five options in Waikiki, got a car, and went back to the timeshare to load up the family (Lanikai Beach, where we got married and where we spent parts of both of those two days, is unfortunately not feasible to reach on the bus – although you can circle the island on one route if you’re sufficiently adventurous, it doesn’t go back down towards Lanikai; the only way to get there is two transfers, the second one of which runs very infrequently).

Whenever I get to it, look for the final part: Future plans for transit on O’ahu.

I am stuck on the porch of the condo with a purloined and slow internet connection, about it killing time while waiting for an install to complete for work, illness and for the flooring guys to show up (stuck in traffic in Georgetown). Here’s a short item I meant to link to much earlier:
Christof Speiler in Houston wrote a good article called 8 habits of highly successful commuter rail lines which was then followed up in an article on a LA portal. I highly recommend reading those links, sickness and then thinking about Austin’s line. Note how LA and Houston went back and forth about the difference between light rail and commuter rail – near the end a couple of folks point out that despite their differences, it is important to compare their ridership and cost because some stupid cities are pushing commuter rail lines in place of light rail alternatives, and that even in Manhattan, where parking costs far more than here, most commuter rail riders are disembarking at stations from which they walk to work, inducing the state to push for another LIRR stop on the east side because transfers are driving away many potential passengers. Now let’s grade Austin:
1. The ideal commuter rail line improves on current transit options.
Austin’s commuter rail line fails very badly on this metric. The existing 98x series express buses that run from the same far away park-and-rides will still beat the commuter rail + shuttle commute, even in heavier traffic than we have today, and there’s the long-term prospect of managed lanes on Mopac (if not done with the current stupid design) and on 183, which can bring the bus back ahead even when (not if) traffic gets much worse. And when traffic gets worse close-in, the shuttle buses will suffer (no reserved guideway, essentially forever, for the “connections” to UT and the Capitol and most of downtown).
2. The ideal commuter rail line makes use of unused rail capacity in a corridor where highway capacity is scarce.
Austin’s line passes this metric. Not much you can say here – the rail line is unused, and highway capacity is indeed scarce.
3. The ideal commuter rail line serves more than commuters.
(meaning, serves reverse commuters, people running midday errands, etc.). Austin’s rail line fails this metric badly. Only one mid-day trip, and no nighttime service at all.
4. The ideal commuter rail line has a city at each end.
Austin’s line fails this metric badly. No, the stuff being considered up in Leander isn’t going to make it a “city”; what they’re claiming as TOD is really just slightly more dense suburban sprawl (zoning restrictions slightly loosened, using commuter rail as an excuse). The design is standard suburbia – you will not see people from Austin riding the line up to Leander and then walking to anything worth going to.
5. The ideal commuter rail line offers good connections to multiple employment centers.
Fails. Badly. How many more times can we look at South Florida’s example (and other cities’) before we realize that people who aren’t willing to ride very nice buses today (98x express buses) aren’t going to be thrilled about two shuttle bus rides through stop-and-go city traffic every single day?
6. The ideal commuter rail line serves long trips.
Passes. Obviously. This line doesn’t serve close-in residents at all – but you can have Wifi for that hour-plus train ride from Leander to the station way out in East Austin. Of course, they have Wifi now on the express bus too.
7. The ideal commuter rail line connects to local transit.
Passes, marginally. Circulators will run from stations, but connections will be poor compared to the 2000 light rail line. This is Christof throwing a bone to the transit-dependent – if you’re going to run this thing and make it unattractive to choice commuters, you’d better at least have connections to local buses for the people who couldn’t afford to drive anyways. But that’s just catering to the people who have no choice but to accept multiple-transfer bus service today – you’re not making a dent in the number of people driving.
8. The ideal commuter rail line has stations you can walk (or bike) to.
Fails. Miserably. Capital Metro and their toadying sycophants already tried to push the lie that this line serves Central Austin. It doesn’t. Virtually nobody will be able to walk to stations, unlike the 2000 light rail proposal, which served all the same suburban park-and-rides, and additionally had stations within walking distance of dense residential areas and all of the major central employment destinations.
Looks like our score is a 2.5 out of 8. Christof, is that enough to be highly successful? I doubt it.
PS: Even though it’s one of the hottest days so far in a cool summer, I’m still comfortable working out here. Amazing how I can feel way too hot when the A/C in my garage office has it at 78, but out here with 94 and a breeze and something to look at, I feel fine. Now if I had only brought a cushion for my butt…

(TOD = “transit-oriented development“, this site which some people think can provide additional passengers for our commuter rail line).
Update: The author of the ABJ piece assures me in comments that this wasn’t “the” TOD project (not within the city limits) and claims that it had more to do with the housing market in general. This will teach me to link to articles for which I can’t read the full text. However, medications commenters and other media have indicated that this was being characterized as “a TOD” (I actually finally posted this after receiving 3 different tips from readers), and my language, while imprecise, was referring to “the first failure among the group of self-proclaimed TODs”, not “the first project declared to be a TOD has now failed”. Keep this one as a “maybe”. Certainly many people defending the commuter rail line have promised that it will provide stimulus for denser mixed-use development in that part of town – so the “weakening housing market” is in and of itself no defense here.
Original post follows:
Repeating the experience in South Florida with another stupid commuter rail line that requires shuttle-bus transfers, the first proposed TOD (really, not, just a slightly more dense suburban tract housing project) has collapsed in Leander. Expect more of these, although I expect Crestview Station and the Chestnut project will go ahead, since sufficient demand with or without rail already exists in those areas to fill the units allowed by the slight loosening of the way-too-strict zoning there. As Christof said, the most attractive place to add more density is where density already exists – don’t forget, too, that true TOD requires high-quality transit, not just anything slapped on a rail that runs to a station out in the middle of nowhere.
Does TOD ever work in cities without Manhattan-like density? YES!. It works great on light rail lines which have demonstrated good ridership among choice commuters. That requires rail lines which deliver most people directly to their destination (within a moderate walking distance). Like what Dallas did; what Portland did; what Minneapolis, Salt Lake, Denver, and even Houston did. Like what we almost did in 2000; and could have fought for in 2004 instead of rolling over for Mike Krusee. But it’s never, ever, happened on a commuter rail line with performance as poor as ours. Not even once.

Just sent to the Statesman in response to Ben Wear’s article this morning

There are a few key facts that Ben Wear left out of his article on the South Mopac bicycle/pedestrian bridge which paint a very different picture:
1. There used to be a shoulder (available for use by commuting and recreational cyclists) on the Mopac bridge until a few years ago (when it was restriped to provide a longer exit lane). When the shoulder existed, mind it was frequently used.
2. The 15% figure cited by Wear is misleading – when you run the same comparison on total transportation funding in our area, urticaria about 1% (last time I ran the figures) went to bike/ped projects.
3. Urban residents, this even those who don’t drive, are subsidizing suburban commuters through the toll-road ‘donations’ he mentioned (remember; the city has to repay those bonds from sources like sales and property taxes; not the gas tax) and in many other ways. When you add up the flows of dollars, it would take a couple of bridges like this every single year just to begin to make up for the money flowing out of Austin towards the suburbs, from drivers and non-drivers alike. Perhaps THAT would be a better focus for an article in the future. I’d be happy to help.
Regards,
Mike Dahmus
Urban Transportation Commission, 2000-2005

I spoke on this exact same 15% issue a few years ago on KLBJ’s morning news show but it keeps popping up as if we’re in a bad game of Whack-A-Mole. In this case, the 15% applies only to city funding, and includes pedestrian infrastructure which was never built back when saner cities would have done it (i.e. when the road was constructed in the first place). When I ran the numbers a few years ago, bike/ped funding for the whole area ended up at something like 1%.

Possibly in response to publicity about last week’s cancellation of a project which tried to catch some of its buzz, viagra approved the Leander TOD guys have gone on the offensive. But one particular comment is very telling, recipe and shows why, drugs well, it’s not really a TOD:

Angela Hood, co-founder of Artefacts, says the development will also incorporate some mode of transportation that will get residents and pedestrians to and from the commuter rail line at the heart of the TOD.

Here’s a hint: If it were truly a transit-oriented development, you wouldn’t be even thinking about how the passengers would be getting to/from the rail line – they’d ALL be walking, because it would be so dang close. A project which requires shuttle-buses to distribute passengers from a rail hub is NOT A TRANSIT-ORIENTED DEVELOPMENT. It’s just a higher-than-standard-suburban-density mixed-use project.
Read up more on transit-oriented development here, from VTPI, including these requirements (I’ve picked several critical ones which the Leander project will not satisfy):

  1. The transit-oriented development lies within a five-minute walk of the transit stop, or about a quarter-mile from stop to edge. For major stations offering access to frequent high-speed service this catchment area may be extended to the measure of a 10-minute walk.
  2. A balanced mix of uses generates 24-hour ridership. There are places to work, to live, to learn, to relax and to shop for daily needs.
  3. Parking costs are “unbundled,” and full market rates are charged for all parking spaces. The exception may be validated parking for shoppers.
  4. Transit service is fast, frequent, reliable, and comfortable, with a headway of 15 minutes or less.
  5. Automobile level-of-service standards are met through congestion pricing measures, or disregarded entirely.

Remember: this train service is going to run once every 30 minutes during rush hour, and when it gets to the Austin end, passengers must transfer to a shuttle-bus to get to their final destination, be it UT, the Capitol, or even most of downtown. It will not run at all the rest of the day, except for one mid-day trip. No night-time service; no mid-afternoon service. Thus, you can’t apply the more generous “high-quality frequently running rail service” metrics of the 10-minute walk.
So, if you want to call this Leander thing “new urbanist”, go ahead. It looks pretty nice on that metric. If you want to call it “mixed-use”, go ahead. I’m right there with you. But stop the charade that this is a transit-oriented development, because it’s not remotely so.

I’ll write up our Bad Capital Metro Flugtag Experience tomorrow I think. In the meantime, here Newsweek joins the parade of Prius FUDders by allowing Honda to reiterate the common assertion that the Prius kicks all other hybrid vehicles’ asses because it “looks different”. Of course, opisthorchiasis that’s a load of crap; the most iconic hybrid vehicle out there was the Honda Insight. Problem was that the Insight was a nearly useless car – underpowered, unhealthy uncomfortable, 2 seats, no cargo space. And for all that, you got about 5 mpg more than the Prius, back when the Insight was still being sold.
The reason the Prius sells so much better than the Civic Hybrid is because it’s a much better car. The Civic is smaller (different market segment, even), gets a bit less mileage, and has far less cargo space. (The Civic’s back seat doesn’t even fold down – because Honda stuck the battery there). In other words, Toyota learned from Honda, and developed a better hybrid system that was able to provide small-car Civic-like mileage for a car with more usable space than the Accord. They just out-engineered the Honda boys.
Yes, a few people at the margins bought it because it was more obvious. But the car is now outselling the majority of “regular” cars in this country – and it’s not doing so because of the hybrid halo. It’s doing so because it’s a medium-sized car which gets fuel-sipper mileage and can carry a friggin’ rain barrel with the hatch closed.
The Prius is our only car. The Civic Hybrid could never have managed to be. That’s basically all you need to know.

Last Saturday, order I went down to FlugTag with my 3 and 13-year-olds. I wrote down the next few buses on the #5 and #7; we picked the #5; and walked out to the stop. Three UT students were already there – also going to the FlugTag. Got to the stop at about 5:25 for the bus that should have been there at 5:32.
Note that the buses were running on the Saturday schedule – which means that instead of running every 18-19 minutes, price it runs every 38 minutes. IE, cough probably half as many buses as usual. I think the #7 was roughly the same.
We waited. And waited. Saw 2 buses go by northbound. By 6:00 or so, after I had called Cap Metro twice and been assured that the bus was only 5 minutes delayed, the 3 students walked to Guadalupe to catch the #1. Since my arthritis was already going to make this a risky endeavor, we stayed put. Called Cap Metro again, and was told this time that the 5:32 bus had already gone by – a lie. I let the agent have it; telling her that the #5 might have detoured down Guadalupe to make up some time but he damn well didn’t go by us. She told me the next bus would be by in about ten minutes (about ten minutes later than schedule). I figured we’d give it that ten minutes and then give up.
Five minutes later, a #5 bus comes by, and as I’m paying for myself and the boys, the driver is asking us to hurry, as he’s already 45 minutes late. A-ha! While the driver lied (apparently) to the dispatcher about where he was, at least he continued to run the correct route. We got basically the last 3 seats on the bus and settled in. As we headed farther south, the bus filled up more and more – by the time we reached Dean Keeton and Speedway, every seat and every standing position was full; and the driver started telling people at stops that he couldn’t take any more people.
Between there and the southern end of UT, we probably skipped another 30 people. The bus was full of brand-new UT students – I had to give a lot of directions – who were new in town and trying out Capital Metro for the first time.
Downtown was a madhouse – as expected – very slow on Congress. Our original plan was to hop off at Cesar Chavez and walk – but at 5th (right in front of Eckerd’s), the driver announced that there was a #30 a block behind him that would get us as close as possible to the event. So we, and 25 others, hopped off and then back on the #30, only to be stuck when a police car pulled right in front of us, stopped, and the officers went into the Eckerd’s and left their car right in front of us – forcing our bus driver to try to change lanes in the middle of gridlock. That took another 10 minutes (just to get around the cop car). Thanks, APD!.
By the time the #30 bus reached Cesar Chavez, we all gave up and got off the bus.
FlugTag was amazingly crowded, and I’m glad we went, but then I had to acquire ice cream I had promised the 3-year-old, and through a comedy of bad decisions ended up walking all the way to the convenience store near Peter Pan. Observed dozens of people waiting at every bus stop heading away from downtown (for the #10, for instance).
After the ice cream mission was completed, we walked out to Lamar intent on catching the #3. A dozen people there, too. Crap. Called Cap Metro and the next bus wasn’t scheduled for another 40 minutes! Decided to just walk the north side of the lake back to Congress, where at least I could choose between the first #1, #3, #5, or #7 to show up. Once we managed to struggle to the stop there, I was about dead (and am lucky I didn’t end up on crutches or in a wheelchair like the last time I pushed it and walked this much) and only had to wait about 15 minutes for a #7 (even passed up a #1 in the meantime).
So, what did Capital Metro do wrong? Well, they had no control over the traffic. There’s nothing they could have done about the hour it took to get from my bus stop at 35th and Speedway to Cesar Chavez/Congress. Of course, light rail a la 2000 would have worked great, but commuter rail wouldn’t have worked at all – because people would have had to take shuttle buses through that same traffic.
But one obvious thing Capital Metro could have done was simply run a bunch of these routes on their weekday schedules. This would have meant that the dozens of people futilely waiting at bus stops, many of whom were obviously trying Capital Metro for the first time ever, might have had a better impression. I’ll bet, however, that with the hour-long waits for buses in evidence, that Capital Metro gained exactly zero future customers, and probably even lost some who were previously willing to ride. Don’t tell me that’s too difficult – they have no trouble when they want to reduce frequency (run a Sunday schedule on a mid-week holiday, for instance).

People who are stuck on a bus that’s stuck in traffic aren’t going to blame the bus. Well, most of them, anyways. But people who are stuck waiting an hour for a bus only to be told that there’s no room to ride? They’re damn well going to blame the bus, and they damn well should. And meanwhile, Capital Metro is pushing a long overdue fare increase at precisely the worst possible time – making it trivially easy for the “bus riders union” to claim that they’re subsidizing commuter rail for Leanderites. Does it get any dumber?
And, moral of the story? Ride your bike. If I could still ride, I would have ridden down with the boys, and it would have been a piece of cake.

I’ve been meaning to post on this for quite some time (an Outlook reminder pops up every day) but was putting it off because I had intended on gathering together quotes from before the election, sales after, viagra buy and whatnot; showing the slip from 2007 to 2008 to 2009 to 2010. But the hell with it; Capital Metro’s even showing it in powerpoint presentations now, more about so here you go:

The only service being provided to central Austin in any way, shape, or form; the execrable Rapid Bus, is now scheduled for 2010. This service, as useless as it will be, was the only bone thrown to Central Austin for their votes (and, don’t forget, the vast majority of Capital Metro’s tax revenue). The sterling work of the boot-licking sycophants in the ostensibly pro-transit community has done absolutely nothing but further enable Capital Metro to screw the people who want, and pay for, transit. Good show, folks.
(“study” downtown circulator, by the way, means “try to convince the city and UT to pay for it”; and so far, the city has admirably been asking questions like “why is a stuck-in-traffic streetcar better than a stuck-in-traffic bus?”).

Since many people still think that if you build streetcar, rx they will come; here’s a set of use case-like tables which I hope will explain what the actual difference is between streetcars and buses. The first case is for “why can’t we just fix commuter rail by building a streetcar line to which they can transfer?”. The second case is for “won’t streetcar get more residents of central Austin to take transit to work?”.
Some shorthand below explained up here:
“Stuck in traffic”: Does the vehicle have its own lane, or is it sharing a lane with cars? This affects speed and reliability.
“Detourable”: If there’s a traffic accident in the shared lane, can the vehicle in question change lanes to get around it? This is a drastic impact on reliability.
“Fast/slow”: Is the vehicle capable of accelerating/decelerating quickly? Speed, obviously.

Mode Stuck in traffic? Detourable? Fast/slow?
Circulators as applied to commuter rail service
Shuttlebus Yes Yes Slow
Streetcar Yes No Slow
Mode by itself (for residents of actual central Austin)
Shuttlebus Yes Yes Slow
Streetcar Yes No Slow

Notice anything? Whether you’re using the vehicle as a circulator or as your primary form of transit, it performs exactly the same. I know this seems obvious, but I still get people thinking that there’s some magic fairy dust that will make streetcars turn into good transit service for the people who actually wanted it, in both 2000 and 2004. No, credulous fellow residents of Central Austin, streetcar doesn’t bringing anything more to the table than bus does – arguably LESS, for daily commuters. Note the “Detourable” column. Yes, I’ve had times on the bus when I’ve benefitted from this capability. They won’t detour just to get around heavy traffic, but they darn sure will to get around an accident.
So what are some of the other benefits of streetcar not mentioned here? It provides a perception of permanence that bus service does not. This is worth something if you’re trying to stimulate development somewhere – but downtown Austin doesn’t need the help. It also provides a minor benefit for tourists – making it more obvious that transit exists, and making it more attractive (people from out of town are unlikely to want to ride the bus given the stigma of bus service in many other cities).
The only advantage streetcar has is for tourists – which is why, IF we build this thing, it should only be funded out of hotel/rental car taxes. Even if it ran through the dense residential parts of Austin, it would provide precisely nothing of benefit to those residents, who, by the way, pay almost all of Capital Metro’s bills.

If you’re seeing a lot of people with whom I normally agree pushing streetcars very hard, myocarditis and you might be wondering why I keep naysaying them, medical here’s a handy guide. Consider this list of pros and cons for two transit modes I talk about a lot: the city bus and light rail. And remember the target is daily commuters, not tourists – otherwise, we’re not really doing anything to improve mobility.
City buses are, well, normal buses. They’re what we run today.
Pros:

  1. Low capital costs (very little facility investment; moderate vehicle investment)
  2. Slightly flexible (vastly oversold by Skaggs’ band of Neanderthals; but at least it can change lanes to get around an accident and can be detoured around a festival).

Cons:

  1. Slow – even on the open road (no traffic), will always be a bit slower than an econobox. And in stop/go traffic, poor acceleration is magnified.
  2. Very unreliable – traffic is a big problem; and unlike in your car, you can’t go over one block if you feel like it (this is where the libertarian anti-transit trolls go so far off reality by claiming “flexibility”).
  3. High operating costs – relatively few passengers per driver, even on articulated buses.

LRT, or “light rail” runs in the street where it needs to, but in a reserved guideway (has its own lane and some control over traffic signals) and runs in off-street right-of-way elsewhere. We almost passed this in 2000 and could easily have done so in 2004. In Austin, it would have run right down the middle of two-way streets such as Guadalupe and Congress – in its own lane, so in most cases, traffic congestion could not slow it down.
Pros:

  1. Reasonably fast – in similar conditions can accelerate or decelerate almost as well as a private automobile.
  2. Very Reliable – more so, even, than the private automobile. Blows buses out of the water. This is a very key metric – people will accept a slghtly slower AVERAGE commute if the worst-case is basically the same as the average.
  3. Low operating costs – very many passengers per driver, and electric drive is much cheaper than diesel.

Cons:

  1. High capital costs – requires infrastructure such as rails, electric wires, and expensive vehicles.

Now, for comparison, look at how streetcar stacks up, including all pros and cons from light rail and bus above. Note for the record that our streetcar proposal does not include any segments of reserved guideway, nor can it ever be converted into reserved guideway.
Pros from buses:

  1. Low capital costs – Nope. Has almost all of the capital costs of light rail. Slightly cheaper vehicles, but you still need electrical wires and rails.
  2. Slightly flexible – Nope. Unlike that city bus, it can’t even change lanes to get around a double-parked, stalled, or wrecked car. (Irrelevant for LRT since it has its own lane).

Pros from LRT:

  1. Fast – accelerates pretty well.
  2. Reliable – Nope. Just as unreliable as the city bus, if not worse (due to the flexibility liability).
  3. Low operating costs – Partial. Not much better than bus in passengers-per-driver; but electric drive still provides some cost savings.

Cons from buses:

  1. Slow – Win. Yes, streetcar can accelerate a bit better than buses, thanks, DSK. I submit this makes very little difference given:
  2. Very unreliable – Loss. As indicated above, streetcar is likely to be even less reliable than city bus on the same route.
  3. High operating costs – Partial. As indicated in pros section, somewhere in the middle.

Cons from LRT:

  1. High capital costs – Yup, as indicated above, streetcar’s capital costs are practically as high as LRT.

The summary here: streetcars have almost none of the positives that light rail has but city buses lack; and it shares almost all of the liabilities of BOTH modes. It’s almost expensive to build as true light rail; but it’s also more expensive to run, and very unreliable, like city buses. Even in Portland (Home Of The Streetcar!), people who look at it dispassionately come to the conclusion that it’s usually juat a glamorous (for now) immobile bus.
But M1EK, you ask, what about all the people who won’t ride the bus today? Won’t they flock to streetcars because of their image? Capital Metro’s consultant certainly thought so.
The mode preference problem for buses versus rail is vastly misunderstood. It’s not that people always prefer rail over bus even if they’re exactly the same in all other respects, it’s that rail service in the past was always at least a little bit better than bus service on several of the critical metrics listed above. Even traditional streetcars held up as examples have some pros which the “streetcar vulgaris” we’re thinking about building here won’t – dedicated right-of-way in segments, for instance, or other enhancements. Streetcar seems to attract more people than buses because the rail service is usually far superior to the bus service it is being compared to. That’s not going to be the case here in Austin – all we’re doing is nailing the shitty buses onto rails, with all their old liabilities and some exciting new liabilities and, thus, streetcar isn’t going to buy us anything worth paying for.
No, there’s no magical streetcar fairy dust. Sorry, guys; even people who try it out of curiousity will figure out pretty quickly it’s actually slower than the Dillo used to be (combining speed and reliability).
Also, while I’m at it: another nugget from Appendix A, just confirming something I’ve been saying for a really long time, but which still hasn’t made any traction with the naive fools who think we can expand commuter rail into the center city:

(Note: Capital Metro is currently implementing Capital MetroRail using Diesel Multiple Unit
(DMU) type vehicles on its existing railroad right-of-way from Austin to Leander. Although in the
future transit system it may be desirable to extend this technology into the circulator corridor to
gain certain operational efficiencies, this technology is not envisioned as a viable alternative to the bus and streetcar technologies identified for further study. This is primarily because of the
mobility limitations of the DMU technology. DMU technology is therefore not included as one of
the potential technologies carried forward into the analysis of alternatives.)

(Yes, this ends up rehashing about 75% of the last post; but this one, I hope, does so more coherently).

Quick hit:
Most coverage of Round Rock’s attempt to set up their own bus which drops off at a Capital Metro stop is positive. But here’s the kicker that nobody’s talking about: Every Round Rock resident (or Round Rock worker) who rides this thing is getting a huge subsidy from Austin residents, noun because Round Rock doesn’t pay Capital Metro sales taxes. Each one of those riders from Round Rock is paying 50 cents or a buck to ride the bus, check and then Austin taxpayers are kicking in another buck or two. Round Rock taxpayers are kicking in only for the Tech Ridge to Round Rock portion.
The only fair thing to do here would be to charge Round Rock residents more to ride the Capital Metro bus but don’t expect CM to ever do this – they’d get spanked so quickly by the Austin-bashing state legislator that their heads would spin.
Look for more of this type of problem, for instance if/when Cedar Park starts a bus shuttle to the Lakeline commuter rail stop. In more progressive states, the free-rider (parasite) problem would be solved by not giving Cedar Park, Round Rock, Pflugerville, etc. the choice about whether to participate in a regional transit agency. Not so in Texas; once again, cities just have to grin and bear it as the suburbs suck out even more money.

Wanted to point readers to a discussion between Austin Contrarian and myself about fixed versus variable costs of driving, more about and how best to account the fixed costs. One thing many commute calculators get just absolutely and stupidly wrong is the idea that depreciation is a factor of miles driven (it’s actually far more a factor of age – miles a distant second). For instance, information pills this is a comparison I ran for one of the early comment’s on AC’s post: a 1998 Honda Civic LX, more about automatic, all other values default. All values as “private party” and “excellent condition”.

Miles driven Value
20,000 6,540
90,000 5,640
180,000 4,825

(KBB said 86,000 would be “typical”, but actually seems a bit low to me).
A 1998 Civic would be either 9 or 10 years old today, depending. The added depreciation due to driving normally versus the little-old-lady case is no more than $100 per year ($8.25 per month). The depreciation due to age swamps this figure by a factor of 10 or more. This stands to reason – would you really pay a ton of money for a 9-year-old Civic just because it wasn’t driven very much? Of course not.
What does this mean? Ignore the commute calculators which include depreciation, insurance, and registration, unless you’re one of the vanishingly rare few people who can completely get rid of a vehicle. Instead, use one of the calculators which only includes truly variable costs, like mine (originally written for bike commutes, but can be used to compare the cost for transit commutes just as easily – just zero out the cost of bike tubes and tires and put bus fare in “extra costs”). For instance, at gas prices of $3.00, and with $80 tires (about what our last set cost, each), you end up with these values for some of my old commutes (assuming I got to use our Prius instead of what I actually drove back then, which only got 38 mpg):

Trip Car Bus
Home to 183/Braker (Netbotz) $1.31 $1.00 / $2.00 (regular / express)
Home to downtown (free parking) $0.46 $1.00
Home to downtown ($8 parking) $8.46 $1.00

Now, if AC’s parking cost was unbundled – charged per-day, his commute would actually come out cheaper on the bus by a fair margin, as indicated above. He indicated a monthly cost of $100, and I’m just guessing that $8 might be the price on the spot market, but that means that if he drives even about half the time, it’d be smarter to pay for the parking pass and then drive every day.
How can we fix this? If more of the costs of driving were borne directly by drivers, at the time they drove (or at least paid for gas), it wouldn’t be so artificially cheap. For instance, when I drive downtown, I’m using roadways which were paid for out of property and sales taxes – not the gas tax. If we were to pay for all major roadways out of the gas tax, well, first, Round Rock would start to have to finally pay something approaching the cost of their infrastructure without free-riding on Austin, and second, at the extra buck a gallon I figure it would take, the math would shift a bit. It’d shift more if we could get auto insurance priced by the mile (although you keep hearing about it, it’s never been an option for me or anybody I know personally). And, of course, if we paid for the costs of our Iraq adventure by gas taxes instead of through income taxes, the story would be even more different. But in the meantime, it rarely makes sense on purely economic grounds to ride the bus, even at our currently way-too-low fares so we’re going to have to keep working on the other reasons. Like reliability. Light rail, dependable in time and at least competitive with the car, on which you could comfortably work or read, would be an easy winner. City buses – well, I salute AC and Tim for being able to work and/or read on the jerky city buses, but I was never able to, and I doubt most people would consider it acceptable even if saving a couple of bucks. Unfortunately, of course, our brand-new commuter rail line is going to inflict two of those jerky bus rides on every single rail passenger every single day. Oops.

Quick hit, treatment found from Jeff’s excellent “City Transit Advocates” aggregator:
This recently released national study confirms that even in states with more progressive transportation policies than we have in Texas, nurse motorists do not pay the full cost of providing them with roads and ancillary services. Not even close. (I’ve seen the New Jersey study before and have used it many times; but nobody bothered to go to that level of detail for the nation as a whole).
And in Texas, story it’s a lot worse – we don’t allow state gas taxes to be spent on major roadways outside the state highway system (which screws cities like Austin in favor of suburbs like Round Rock); and we even require ‘donations’ from city and county general funds to get state and federal ‘free’ways built. If the subsidy recovery would be 20-70 cents/gallon nationally, it’d easily be over a buck here.

Only One Question Matters on Mopac Managed Lanes

My favorite band (local) from the early days here in Austin – but in a later incarnation I didn’t like as much, there medications explains:

Ben Wear did a great job covering all the other issues but somehow still neglected to discuss the performance implications (for the managed lane itself) of the fact that drivers must slow down to a crawl in order to merge back through 3 lanes of regular traffic to get to their off-ramp. (I’m a supporter of managed lanes in principle, view but like with commuter rail, and believe that Something I Like But Done Completely Wrong is actually more likely to hurt my cause than not doing it at all).
That’s the only question that matters: how much will traffic in the managed lane have to slow down when I have to stop to wedge my way in the inside general-purpose lane?
I’m beginning to think most transportation issues boil down to one question like this. For instance, look for commuter rail it’s why do you think the same people who avoid buses like the plague today, even the good ones like the 183-corridor express buses, are going to be willing to take a shuttle bus to work every day from the train station in East Austin?
For Rapid Bus, it’ll be if this is so wonderful for Central Austin, why has it been pushed back from an originally planned opening date of 2006, then to 2007, then to 2008, and now to 2010?

Don’t get excited about Mopac changes…

Don't gimme no crappy transit, <a href=website like this hemorrhoids fool!”>
So the Statesman and the good folks at Austinist are falling prey to the hype about the TOD around the new commuter rail line. Let’s see how attractive the “T” component of the “TOD” will be for Crestview Station, purchase the one the Statesman most recently covered. Remember that without high-quality transit, you don’t achieve the true benefits of TOD.
First, let’s consider Paula Professor. She lives at Crestview and works at UT. The first map below (click for expanded version) shows her ride on the commuter rail train. So far so good! She’s able to walk to the train station, and even though the trains only run every half-hour, that’s not that big a deal on this end of the trip; she just plans ahead. The train ride is quick; and is not held up by traffic.

But wait! Why is the train stopping out here off of MLK, way out in East Austin? Paula wanted to go to UT; her office is between Guadalupe and San Jacinto near 24th street. Well, the signs at the station inform her that this is the UT stop, so she gets off. Ah, here we go: a shuttle bus marked “UT”. Well, she’s rather committed now, so might as well get on and see. Here we go:

The shuttle bus took 15 minutes to travel about two miles. Stuck in traffic behind the cars of all the people that drove to work. “What a pain in the ass,” thinks Paula, “if I was going to be stuck in traffic on the bus anwyays, why didn’t I just take the #1, or better still, the #101 express, which go straight where I want to go? Or better yet, just drive. Maybe in 2006 2007 2008 2010, I’ll just take the Rapid Bus there”.

On the way home from work, Paula missed her shuttle bus by five minutes, and ended up having to wait 25 minutes for the next one, which again took her back through heavy traffic, very slowly, to the commuter rail station. “What happens,” Paula wondered, “if my shuttle bus misses the train departure because it’s stuck in traffic? This thing only runs every half-hour during rush hour and not very late into the evening”
Paula ain’t gonna ride this thing again, folks.
Now on to a worker at the Capitol, who I’ll call Steve Staffer. Steve does the same thing as Paula; he walks to the train station. So far, so good! He rides the train, just like she did. Great! But at this station off MLK way out in east Austin, he sees that Capitol workers are supposed to depart, just like UT workers. Hmmm. Well, on to the shuttle bus:

“Wow,” said Steve, “I didn’t believe Paula when she told me how lame this ride on this slow, jerky, stuck-behind-cars shuttle bus was. Now I do.”
What’s Steve’s better option?

Wow. Looks just like the 2000 light rail proposal, doesn’t it?
Finally, Larry Lawyer, even after hearing the complaints of Paula and Steve, decided to ride the train anyways and catch up on his paperwork. “Wow,” he thought, “this is a lot more comfortable than the bus – and easier to work, but why the heck have I gone so far out to the east only to loop back here to this corner of downtown where there’s nothing but bums and the blank wall of the Convention Center?”

“I got off the train,” Larry explained later, “and there was a shuttle bus there that said ‘downtown’, but I already was supposed to be downtown, since that’s what this station is called! So I just started walking. I walked. And walked. And walked. By the time I got to my office on Congress Avenue, I had walked half a mile. More than I ever wanted to walk from the train station. I thought this thing was supposed to be right in the middle of downtown? On the way home, I took the shuttle bus instead. Not much better – a ten minute tour of downtown on a herky-jerky bus just like that Dillo that I tried once a few years ago and never went back to. I think tomorrow I’ll just take the Lexus straight in. Isn’t there a better way to do this?”

The common thread in all three of these “direct” pictures, in case you missed it, is that they all precisely match the expected route from the 2000 light rail proposal, which is now impossible to build thanks to commuter rail. We may get higher-density development at these spots simply because City Council upzones them to closer to what the market would like to provide in Central Austin, but it’s pretty darn clear that most “choice commuters” (people who can afford to drive to work, and, obviously, afford to live in these developments) will just be driving to work as usual unless we deliver transit service which doesn’t require a stupid shuttle-bus or even streetcar transfer. Go back to the the link from VTPI about the difference between TOD and “transit-adjacent development”, and pay particular attention to this item:
Transit service is fast, frequent, reliable, and comfortable, with a headway of 15 minutes or less.
Even if we run commuter rail trains more often, a trip which relies on a shuttle bus travelling through mixed traffic for the last two miles or so will never be reliable or comfortable. This is why our friends at Tri-Rail have egg on their faces year after year after year as the promised TOD around stations never materializes. Here in Austin, we’re likely to get at least medium-density development at Crestview Station, but the residents still aren’t going to be enjoying the true benefits of TOD, and neither is the city.

Isn’t this worse than lying about a blowjob? If not, steroids why not?
Speaking as somebody who never voted Democratic for a high-level office until 2000 (passed on Clinton both times), drugs I find myself wondering if I can ever again consider the Republicans until they disavow this current bunch of clowns. I can’t be the only one. Do you guys seriously not get this?

Just thought I’d better write this down since I composed it twice only to lose most of it due to a stupid typepad/austinist interaction. Guys? Don’t use AJAX where input can be lost, order OK?
In the annals of Transit Stupidity, this will be one of the top entries. Read on.
MetroRail can’t feasibly be extended to Seaholm because it would have to run on 4th street all the way to the creek, and then get a brand new, very expensive, diagonal (long) bridge to transition to the 3rd street alignment the Seaholm project roughly abuts. (See image, source city’s OnTrack newsletter; click if it appears cut off). The DMUs we picked are too heavy and clunky to corner in the intersections available before that – so despite the fact that 3rd was the preferred rail corridor, we’re stuck with tearing up a ton of 4th street to do this project or just cutting through the middle of a downtown block – not gonna happen. (Go to page 3 of that PDF). Combine that with the fact that the Feds would be extremely unlikely to kick in one lousy penny due to low ridership and low cost/benefit rating for service like this, and it’s not going to happen. Note that Capital Metro didn’t get any federal funding for the commuter rail starter line, fairly obviously because of extremely low ridership projections.

Note that all of the “Seaholm and rail” planning from the people who actually have any say on this issue has to do with a streetcar connection to UP at the Seaholm site, NOT any extension of the starter line west to there.
And, even if by some miracle we did get commuter rail to Seaholm, it couldn’t continue up or down that Union Pacific line, because the DMU is not, by rule, allowed to run with freight rail. Cap Metro solved this by getting a “temporal separation” agreement ratified which promises that freight will only run in the wee hours of the morning, but UP would never agree to this. So, ironically, this DMU that we picked because it’s supposed to be so much cheaper than real light rail is too heavy to run where we need it to run in the street, but too light to run on existing rail which might be better suited for transit-oriented development opportunities than our starter line is.
Who screwed up here? Well, of course, Capital Metro did, if you assume that they cared about rail transit (I don’t think they do; I think their post-Karen-Rae leadership wanted to prove, with Mike Krusee’s assistance, that “rail doesn’t work”). But the more correct answer is: the credulous center-city pro-rail-transit people who assumed that we could ‘fix’ the plan by adding things to it later despite commentary all along from yours truly that it wasn’t going to be possible.
Addendum: I finally found the full Seaholm station report. According to them, the DMU Capital Metro is using for the starter service has a turning radius of 300′, which is way too high, but even at the more often heard 135′ or so, it will, as I expected, never be able to turn a corner in the street (see city’s OnTrack newsletter link above for more on that). The east-to-south curve being preserved only supports a turning radius of 100′ – meaning these DMUs will never be able to cross the river from here to South Austin. If we somehow convinced UP to abandon freight operations on this line, there is no physical obstacle to DMUs continuing west and then north up the Mopac line, but again, for all the practical reasons detailed above and then some, this will never happen.

I’m still not sure if it’s willful ignorance or childish spite (because their grand plan to do the huge rebuild was rejected), public health but TXDOT still isn’t answering the most important question of all with the managed lane proposal for Mopac, vitamin which is:
Since the managed lanes do not have dedicated on/off ramps, page
when the 3 regular lanes are stop-and-go, how is a car or bus in the managed lane going to manage to get over to its exit without having to also come to a stop, and thus make all the other cars or buses in the managed lane have to stop too?
Note that I’m the only guy even talking about this; the local media, unfortunately reduced to just rephrasing press releases, just reports this as “hey, a new lane in the middle, hooray!” without bothering to think about how it will actually work.

Managed lanes on Mopac: gridlock

Contrary to what Sal Costello’s band of merry anti-tollers alleges, healing pills SH45 and SH130, viagra order as tollways, purchase were always supposed to get money from the 2000-2001 city and county bond packages. I remember; I was arguing against it at the time (not on this crackplog; it didn’t exist yet; but still).
Shame on KXAN for just reporting this as fact. Mayor Watson didn’t “re-allocate” any money towards these toll roads; before the election, the city was advertising that these two tollways (and a third, Loop 1 North) were in fact the primary expected recipients of the right-of-way purchase money. While Austin didn’t promise exactly which road projects would receive funding, it was crystal clear at the time that a good chunk of right-of-way purchases were going to go to these tollways.
Costello appears to be hanging his hat on the weak argument that the city bond language didn’t SPECIFICALLY say that any money would go to “tollways” or “toll roads”. But neither did the city bond language say “freeways” or “free roads”; it said that a large chunk of the transportation bond would go to right-of-way contibutions for state highways, which it did. And the city didn’t mislead anybody into thinking these would be for non-toll-roads; again, backup materials before the election clearly indicated that they intended to spend these funds on SH130, etc.
The city, unlike the county, chose to group all transportation bonds together as a tactical move to try to get them passed, rather than risk environmentalists voting against the highways chunk and motorists voting against the bikeways/pedestrian chunk. That’s the only reason they didn’t have separate SH45 and SH130 items.

Inspired by DSK’s posting of his wife’s snapshots, pulmonologist I present: the most ironic picture of IceStorm 2007. Click for bigger.

Yes, them icicles was over a foot long. And yes, they formed on my icicle lights.

Well, viagra 60mg except for me, rheumatologist that is.
From Christof’s excellent site in Houston,
this is the kind of discussion we needed to have here in 2000 and again in 2004. Of course, I believe we were about to have this kind of planning in late 2000 for a May or November 2001 election, until Mike Krusee forced Capital Metro to hold the election in November of 2000, before they were remotely prepared to do so. In 2004, nobody bothered to look at the line’s routing and figure out whether it served the needs of choice commuters (people who aren’t willing to ride the bus today). Again, except for me. So here’s a recap, with a new exciing picture at the end.
Note the references to 1/4 mile being the typical capture area for a rail stop (despite what you hear from people who think the typical commuter will walk the 1/2 mile or more from the Convention Center stop to their downtown office building).
Here’s a similar image I’m working on for Austin. I’m no photoshop wiz, obviously, but this might be the best I can make this look, so here you go. The original image comes from “Mopacs”, a poster to the Skyscraper Forum. I’ve drawn in the 2004 commuter rail route in yellow (just barely penetrates the picture on the lower right); the 2000 light rail route in green; and the maybe-never streetcar route in red. Note that the streetcar doesn’t have reserved-guideway, as I’ve noted before, so it’s really not going to help much in getting choice commuters to ride.
Click for full image if you don’t see the yellow route!

The big building you see just north of the yellow line is the Hilton Hotel (not a major destination for choice commuters; anectdotal evidence suggests that a large percentage of workers there actually take the bus to work today).
Note that the walking distance from the yellow stop to the corner of 7th/Congress (rough center of the office buildings on Congress) is a half-mile, give or take which, as I’ve pointed out before to the derision of people who don’t study transportation, is about twice what the average person will walk to a train station if they have to do it every day. Capital Metro knows this, of course, which is why their shuttles are planned for not only UT and the Capitol, but also for downtown; their only error is in repeating the Tri-Rail debacle by forgetting that choice commuters don’t like riding the bus.
Also note in the upper reaches of the image, the other two critical employment centers downtown – the Capitol Complex and UT. Notice how the green line (2000 light rail) goes right next to them as well. What you don’t see is further up to the north, the green line continues up the only high-density residential corridor in our city – that being Guadalupe Blvd., so in addition to being able to walk to their office _from_ the train station, a lot of prospective riders would have been able to walk to the train station from their homes.
That’s what Mike Krusee took away from Austin, folks. And it ain’t coming back once commuter rail opens; there’s no way to operate anything like the 2000 light rail proposal cooperatively with this worthless commuter rail crock.
Update: Here’s the other aerial photos from “Mopacs”. Worth a look.

I understand your retreat into pandering given the difficulties you’re currently facing, adiposity and I even sympathize a bit, women’s health but let’s be clear: big retail and employment destinations do NOT NOT NOT NOT belong on frontage roads.
Here’s why.
This talking point works well with people who drive everywhere – like most folks in Allandale. It doesn’t work so well with people who actually have some experience with alternate modes of transportation, like yours truly. I used to occasionally ride the bus in the morning and get off at the stop on one side of 183 between Oak Knoll and Duval and have to go to exactly the other side – and the presence of frontage roads (destroyed an old road which used to cross) made a 2-minute walk into a 10-minute bike ride (30-minute walk). No wonder nobody else does it.

Ben Wear notes that Capital Metro is now projecting 1, ampoule 000 riders per day on the commuter rail line for the approximately $100 million investment. Yes, sick you heard right. ONE THOUSAND RIDERS PER DAY.
Let’s compare to two recent light-rail starts.
Minneapolis (opened late 2004): Ridership in 2005 grew to 25,000 per day on a 12-mile line that cost roughly $700 million and runs in a combination of in-street and separate right-of-way.
Houston: 40,000 per day on a fairly short and completely in-street runningway. That’s just to answer the “but but but Minneapolis isn’t in Texas!” cries some trogolodytes were beginning to choke on after the first example.
So let’s take the Minneapolis example. 25 times as many riders; 7.5 times as much cost. Sounds like a damn good deal to me – and we could have built that here very easily… a slightly scaled back version of the 2000 light rail plan would have cost about that much, and would have delivered at least that many riders. Remember that the next time somebody tries to convince you that this awful commuter rail plan is just light rail done cheaper and smarter.
The key in both Minneapolis and Houston is actually NOT that they run their trains more often; it’s that once a rider gets off the train, they can take a short walk to their office rather than having to hop a shuttle bus. Again, we could have had that here if we hadn’t have rolled over for Mike Krusee.
In other words, Capital Metro didn’t mess up by ordering too few cars for the amazing ridership they could get for this line; they apparently read the writing on the wall from Tri-Rail’s experience and figured out they’re not going to get many long-term choice commuters on this thing after the first batch tries the shuttle bus experience on for size so they’d better not buy too many rail cars.
And, no, upgrading the shuttle buses to streetcars won’t help since they’re still a transfer to a slow stuck-in-traffic vehicle, and it can’t be improved over time into something that works as well as light rail, but it sure as hell will bring the total cost of our worthless Austin-screwing transit-killing debacle up to something approaching Minneapolis’ successful light rail line.
In summary:
commuter rail: costs very little; does jack squat1
1: Looking for a better quick slogan here that also includes the fact that commuter rail not only doesn’t move rail transit forward, it actually moves us in the wrong direction since it precludes the later addition of light rail in the 2000 alignment. Suggestions?

RG4N’s blog roundup of reaction to their plan is finally up: relevant excerpt:

we turn to M1EK, cialis who takes issue with Councilmember Kim’s comments about the
inappropriateness of placing super-duper-centers in urban neighborhoods.

Clueflash: Allandale, hemorrhoids Crestview, angina Wooten, and North Shoal Creek are NOT URBAN NEIGHBORHOODS. Urban neighborhoods address the street with porches and front doors, not garages. Urban neighborhoods prioritize walking over driving – and have sidewalks to prove it. Urban neighborhoods would prioritize bicycle travel over the ability to warehouse cars on not just one but both sides of a major street.
Folks, just because you’re closer to downtown than Circle C is doesn’t make you “urban”. Urban is a style of development (and living); not a mere geographic indicator. When I sit here in my garage office typing this entry, I see more people walking on the sidewalk in front of my house than I do cars driving down my street – THAT’S URBAN. I see our one car (for a family of four) parked beside the house on a driveway rather than in front, because our house addresses the street with a porch and front door rather than with a garage. THAT’S URBAN.
Urban neighborhoods have a mix of densities (even if it’s all residential, although it’s better if it’s not) – on the very same street in an URBAN neighborhood, you’ll see apartments, single-family houses, granny flats, etc. In Allandale and Crestview, you see big apartment complexes on the edges, and nothing but large-lot single-family on the interior. That’s not urban; it’s just older suburban.
1960s suburban sprawl? Not urban. Not gonna be. Sorry.

A few things about Wal-Mart:
DSK took pictures of the people ringing Northcross, viagra 40mg and actually asked the people at the bus stop what they thought.
A RG4N supporter took pictures all the way around.
Austin Contrarian just posted a great summary of the neighborhoods around the site. Note that I’ve discussed previously, to the derision of some, that it would be nice for a big box to be located somewhere where lower-income workers could practically travel via the bus. Here’s the map linking all of this together – several bus routes accessible to those denser, lower-income neighborhoods, go straight to Northcross.
Note the other major transfer center at a mall in Austin – Highland Mall – which, not being a dead husk like Northcross, has high levels of both transfer traffic _and_ local (destined for the area in and around the mall) traffic. For the record, I’d be thrilled if a Wal-Mart like the one proposed here would take over some of the acres of awful strip-mall-and-surface-parking-lot area around Highland.
As I’ve said in some comment threads, besides downtown itself, Northcross (and Highland) are the two spots in our area which have the best transit access, bar none. Trish has disingenuously highjacked that into pedantry about the fact that the transfer center isn’t in the Wal-Mart parking lot and so can’t count as a bonus to the plan; but it’s still true: if you’re going to put a large retail center ANYWHERE, these two spots are exactly the right place to do it.
Finally, in an incredibly obnoxious and hypocritical attack-comment, Trish did bring up a point I hadn’t even noticed before: in my entry detailing how the Wal-Mart site isn’t in the middle of a residential neighborhood, I erred by saying that you had to go all the way to Mopac to the west before you hit residential use. I was thinking along Austin’s tilted axis when I made this comment – i.e. the area roughly between Anderson and Foster is almost completely commercial (with one apartment complex I can think of) – but that’s actually a diagonal line. Straight west DOES, in fact, penetrate single-family use in Allandale. Mea culpa. I also used “residential” in the same way the neighborhoods do – to mean “only single-family residential”, and I should have been more explicit, but it’s disingenuous to complain too much about this when the neighborhoods in the area have been so vehemently against multi-family development for so long.
Finally, wrapping up the wrap-up, a lot of arguments have centered around a practice I’m going to refer to in shorthand as “defining down into meaningless”. For instance, arguing over whether Wal-Mart would be “in the middle of a residential neighborhood” can degenerate into defining how far away the building has to be from the first house before it qualifies, OR you can argue in good faith by taking a look at some other major retail destinations in the area and seeing how close _they_ are. Basically, if Highland Mall, Barton Creek Square, 6th/Lamar, etc. are closer (in several cases MUCH closer) to residential uses than is Northcross, you can’t honestly continue this claim about “in the middle” unless you admit that your definition is so generous it catches almost everybody else too. That’s simply not arguing in good-faith.
Same with transit access. Read this blog for even a few minutes and you discover I’m one of Capital Metro’s harshest critics from an under-delivery of transit perspective. But that doesn’t change the fact that if you call transit access to Northcross “bad”, you’ve redefined “bad” so it includes effectively everywhere except downtown. Not good-faith argument, either. To be fair (and notice the RG4N folks, and Trish, never do this), this applies to a replacement development there as well, except that the RG4N folks obviously hope for retail that attracts higher-income clientele than the Wal-Mart. It’d still help the workers either way; just like how good transit service between UT and the Arboretum results in a few college-age kids getting off the bus up there to go work retail every morning.
Wrapping up the wrap-up of the wrap-up: Northcross is a great place to take the bus to, for both choice commuters and the transit-dependent. It’s not any closer to residential development than most major retail centers in our area and is actually farther away from houses than most (Lakeline Mall being the one main exception). The demonstrators this weekend are slapping each other on the back, but none of them bothered to talk to the people waiting for the bus at the transfer center. Hmmm. Wonder why.

Many folks have asserted that the TIA for Wal-Mart at Northcross must be wrong because it only projects something on the order of 8, pharm 000 trips per day; while traffic counts at other Wal-Marts were supposedly well north of 20, check 000 per day. I’ve found the city staff responses to the TIA questions here and here to be quite professional, case as I expected.
From the second link:

38. Using actual, real world, on the ground traffic counts, what are the daily
unadjusted traffic counts for the following: (a) Cabela’s; (b) Ikea; (c) Super Wal-
Mart at I-35 and Ben White.
The following 24 hour counts were taken between December 11th and December 13th:
Wal-Mart at Slaughter Lane and IH-35: 28,227 trips
Wal-Mart at Ben White and IH-35: 15,109 trips
Wal-Mart at Lakeline and RM 620: 22,754 trips
Cabela’s: 7,003 trips
IKEA: 5,063 trips
It is important to note that these numbers are higher (as much as 41.8% according to
ITE) than an average daily trip count because they were taken in December which is
the highest month for vehicle travel.

These measurements are all over the board and show the difficulty in making conclusions from existing sites (note the word “unadjusted”). But Cabela’s, the Only Store Bigger Than This Wal-Mart!, actually has minimal traffic. I’m going to stick with the TIA, thanks.
And it’s eminently reasonable to deduct “internal capture” and “pass-by trips” from the TIA for the new site; everybody does this. Some non-trivial number of drivers in the area currently use the same roads to go to big-box (or other) stores farther away, and some non-trivial number of people in the area will patronize both Wal-Mart and something else on the same trip.
I’ll repeat what I said in what’s probably my last comment on that other blog: city staff doesn’t game the system; even when I have disagreed with the policy implied by their analyses, the analyses themselves were always correct. They don’t mess around – they’ve always been honest; it just doesn’t make sense for engineers to misrepresent data in a case like this – they have nothing to gain and a lot to lose.

A short entry; and I won’t inflict a drawing on you, visit this site so please use the power of your mind to visualize.
CAMPO has already tentatively allocated $110 million for “managed lanes” (one in each direction) on Mopac from Parmer to Town Lake and is now explaining the plan. These will, melanoma apparently, boil down to a new inside lane in each direction, with possibly flimsy barriers between them and the general-purpose lanes, similar to what you see on the northbound frontage road just north of Bee Caves Road. General-purpose lanes will have to be narrowed a bit, and some shoulder will be lost (especially the inside shoulder – which will be effectively gone).
I’m generally a moderate supporter of HOV lanes, and a stronger supporter of managed lanes. Tolling road capacity anywhere is a good move away from our current system in which urban drivers and especially non-drivers subsidize SUV-driving suburban soccer moms. Ironically, the more red-meat conservative you are around these parts, the more you apparently pine for the old Soviet method of market-clearing, at least as it applies to road capacity.
And, one of the best reasons to support HOV or managed lanes is the boost in performance and reliability it can give bus transit, which needs all the help it can get.
HOWEVER, the system considered here will do nothing to improve the performance of transit, for this reason:
To exit Mopac, the bus (or car that paid a toll) must travel through three lanes of general-purpose traffic in order to get to the exit lane.
If that traffic is backed up enough to make you want to use the toll facility, it will also be backed up enough that it will be impossible to quickly cut through to get to your exit. Much of the time savings in the managed lane will be lost at entry and exit.
This is the same problem other half-assed HOV facilities have around the country – in places like South Florida (no barrier; hard to enforce; and mostly useless during extremely high traffic periods except if you’re going all the way through where the traffic is). Likewise, this facility won’t help the commuter going to UT, or downtown; the only group it could really help dramatically would be people going from north suburb to south suburb.
IE, we’re going to spend city drivers’ gas tax money to even more excessively subsidize the suburban commuter – but just in case we might accidentally benefit the city; we’re going to do it in such a way that it only helps those who don’t live OR work in the center-city.
STUPID.
By the way, $110 million would pay for the entire commuter rail line (which won’t do anything good for Austin), OR, it could be used as a down payment on a rail transit system which will work, i.e., build a leg of real non-streetcar light-rail from downtown up to the Triangle.

You left one out, life Trish:

What is the problem right now? There are several ways you can describe it:
-Wal-Mart is trying to build a SuperCenter against the wishes of the nearby community;
-the city violated their own procedures for approving this kind of site plan;
-Wal-Mart and Lincoln, artificial having benefited from an irregular approval process, are not willing to make the process right. They are willing to negotiate (to some degree), but not on the most important things.
-they threatened to sue the city if the city tried to undo a bad process.

Your declaration that the process was ‘irregular’ “as [you] understand it” is based on your unwillingness to listen to people like Chris Allen or myself, who have no direct interest in this fight, but have ten times the understanding of city zoning law (and traffic issues, respectively) as the people making public statements for RG4N.
Here’s an accurate summary of the current situation:
Lincoln got their big-box application in before the rules changed; so, by law, they must be handled under the old rules which essentially allow them to do what they want with the Northcross site. Their TIA was done according to standard process, so even if you don’t agree with its conclusions, it’s going to stick. Minor errors in notification, if they even happened, do not qualify as substantial enough problems to justify the city rejecting the plan which, let’s recall, by rule was subject to administrative approval meaning that if the rules were followed, the City Council had to approve it even if they didn’t like it.
The path you and RG4N are heading down is one where you lose the ability to negotiate anything with Lincoln because you’re too stupid to realize that the city is telling you the truth when they say that Lincoln’s got the force of law behind them. In the process, you’re forcing the city to spend hundreds of thousands of dollars preparing to defend us all from the lawsuit that your merry band of idiots is causing, either by suing the city or by making Lincoln do so. And, and let’s make no bones about this; this isn’t just “as I understand it”; the city legal bill which results must be paid by all residents of Austin, not just the idiots in RG4N or in the neighborhoods which ‘support’ them.
Oh, and by the way, Wal-Mart and Lincoln aren’t willing to negotiate “on the most important things” because the negotiating position of RG4N (unlike the pre-coup neighborhood associations) has been “NO WAL-MART”. Not “a nicer Wal-Mart, please” but “no Wal-Mart at all”. (Were RG4N merely advocating for a nicer, more urban, Wal-Mart within the realms of what’s practical given the low-density nature of the surrounding area, I’d be first to sign up on their team).
Hope this helps.
Sincerely,
The Pig

Just sent to Council as a followup to yesterday’s crackplog

Your Name: Mike Dahmus
Your e-mail address: mdahmus@io.com
Subject: Managed lanes implementation on Mopac
Comments:
Dear Mayor and Council Members:
While I support managed lanes in general, cialis 40mg the implementation being discussed for Mopac will be a disaster, pharm and is not worthy of our support. Any facility in which express traffic must then cut across general-purpose traffic in order to exit will surely devolve into gridlock – if traffic in the three general-purpose lanes is bad enough to make people want to pay to drive in the inside lane, web it will also be bad enough to make it difficult to quickly cut through those same three lanes to get off the highway. Which means that vehicle slows down, and eventually stops, as it tries to get over; which means through traffic in the ‘managed lane’ must also slow or stop.
This is a really dumb idea. Managed lanes without separate exits are worse than nothing at all. Please don’t continue to let TXDOT get away with this foolish and naive design, paid for with the gas tax money collected from our urban drivers.
(An aside: for the money spent on this facility, we could make a down payment on a real urban rail system – i.e. true light rail running in reserved-guideway, say from downtown up to the Triangle or so).

Managed Lanes: Good Theory; Will Suck Here

Contrary to what Sal Costello’s band of merry anti-tollers alleges, healing pills SH45 and SH130, viagra order as tollways, purchase were always supposed to get money from the 2000-2001 city and county bond packages. I remember; I was arguing against it at the time (not on this crackplog; it didn’t exist yet; but still).
Shame on KXAN for just reporting this as fact. Mayor Watson didn’t “re-allocate” any money towards these toll roads; before the election, the city was advertising that these two tollways (and a third, Loop 1 North) were in fact the primary expected recipients of the right-of-way purchase money. While Austin didn’t promise exactly which road projects would receive funding, it was crystal clear at the time that a good chunk of right-of-way purchases were going to go to these tollways.
Costello appears to be hanging his hat on the weak argument that the city bond language didn’t SPECIFICALLY say that any money would go to “tollways” or “toll roads”. But neither did the city bond language say “freeways” or “free roads”; it said that a large chunk of the transportation bond would go to right-of-way contibutions for state highways, which it did. And the city didn’t mislead anybody into thinking these would be for non-toll-roads; again, backup materials before the election clearly indicated that they intended to spend these funds on SH130, etc.
The city, unlike the county, chose to group all transportation bonds together as a tactical move to try to get them passed, rather than risk environmentalists voting against the highways chunk and motorists voting against the bikeways/pedestrian chunk. That’s the only reason they didn’t have separate SH45 and SH130 items.

Inspired by DSK’s posting of his wife’s snapshots, pulmonologist I present: the most ironic picture of IceStorm 2007. Click for bigger.

Yes, them icicles was over a foot long. And yes, they formed on my icicle lights.

Well, viagra 60mg except for me, rheumatologist that is.
From Christof’s excellent site in Houston,
this is the kind of discussion we needed to have here in 2000 and again in 2004. Of course, I believe we were about to have this kind of planning in late 2000 for a May or November 2001 election, until Mike Krusee forced Capital Metro to hold the election in November of 2000, before they were remotely prepared to do so. In 2004, nobody bothered to look at the line’s routing and figure out whether it served the needs of choice commuters (people who aren’t willing to ride the bus today). Again, except for me. So here’s a recap, with a new exciing picture at the end.
Note the references to 1/4 mile being the typical capture area for a rail stop (despite what you hear from people who think the typical commuter will walk the 1/2 mile or more from the Convention Center stop to their downtown office building).
Here’s a similar image I’m working on for Austin. I’m no photoshop wiz, obviously, but this might be the best I can make this look, so here you go. The original image comes from “Mopacs”, a poster to the Skyscraper Forum. I’ve drawn in the 2004 commuter rail route in yellow (just barely penetrates the picture on the lower right); the 2000 light rail route in green; and the maybe-never streetcar route in red. Note that the streetcar doesn’t have reserved-guideway, as I’ve noted before, so it’s really not going to help much in getting choice commuters to ride.
Click for full image if you don’t see the yellow route!

The big building you see just north of the yellow line is the Hilton Hotel (not a major destination for choice commuters; anectdotal evidence suggests that a large percentage of workers there actually take the bus to work today).
Note that the walking distance from the yellow stop to the corner of 7th/Congress (rough center of the office buildings on Congress) is a half-mile, give or take which, as I’ve pointed out before to the derision of people who don’t study transportation, is about twice what the average person will walk to a train station if they have to do it every day. Capital Metro knows this, of course, which is why their shuttles are planned for not only UT and the Capitol, but also for downtown; their only error is in repeating the Tri-Rail debacle by forgetting that choice commuters don’t like riding the bus.
Also note in the upper reaches of the image, the other two critical employment centers downtown – the Capitol Complex and UT. Notice how the green line (2000 light rail) goes right next to them as well. What you don’t see is further up to the north, the green line continues up the only high-density residential corridor in our city – that being Guadalupe Blvd., so in addition to being able to walk to their office _from_ the train station, a lot of prospective riders would have been able to walk to the train station from their homes.
That’s what Mike Krusee took away from Austin, folks. And it ain’t coming back once commuter rail opens; there’s no way to operate anything like the 2000 light rail proposal cooperatively with this worthless commuter rail crock.
Update: Here’s the other aerial photos from “Mopacs”. Worth a look.

I understand your retreat into pandering given the difficulties you’re currently facing, adiposity and I even sympathize a bit, women’s health but let’s be clear: big retail and employment destinations do NOT NOT NOT NOT belong on frontage roads.
Here’s why.
This talking point works well with people who drive everywhere – like most folks in Allandale. It doesn’t work so well with people who actually have some experience with alternate modes of transportation, like yours truly. I used to occasionally ride the bus in the morning and get off at the stop on one side of 183 between Oak Knoll and Duval and have to go to exactly the other side – and the presence of frontage roads (destroyed an old road which used to cross) made a 2-minute walk into a 10-minute bike ride (30-minute walk). No wonder nobody else does it.

Ben Wear notes that Capital Metro is now projecting 1, ampoule 000 riders per day on the commuter rail line for the approximately $100 million investment. Yes, sick you heard right. ONE THOUSAND RIDERS PER DAY.
Let’s compare to two recent light-rail starts.
Minneapolis (opened late 2004): Ridership in 2005 grew to 25,000 per day on a 12-mile line that cost roughly $700 million and runs in a combination of in-street and separate right-of-way.
Houston: 40,000 per day on a fairly short and completely in-street runningway. That’s just to answer the “but but but Minneapolis isn’t in Texas!” cries some trogolodytes were beginning to choke on after the first example.
So let’s take the Minneapolis example. 25 times as many riders; 7.5 times as much cost. Sounds like a damn good deal to me – and we could have built that here very easily… a slightly scaled back version of the 2000 light rail plan would have cost about that much, and would have delivered at least that many riders. Remember that the next time somebody tries to convince you that this awful commuter rail plan is just light rail done cheaper and smarter.
The key in both Minneapolis and Houston is actually NOT that they run their trains more often; it’s that once a rider gets off the train, they can take a short walk to their office rather than having to hop a shuttle bus. Again, we could have had that here if we hadn’t have rolled over for Mike Krusee.
In other words, Capital Metro didn’t mess up by ordering too few cars for the amazing ridership they could get for this line; they apparently read the writing on the wall from Tri-Rail’s experience and figured out they’re not going to get many long-term choice commuters on this thing after the first batch tries the shuttle bus experience on for size so they’d better not buy too many rail cars.
And, no, upgrading the shuttle buses to streetcars won’t help since they’re still a transfer to a slow stuck-in-traffic vehicle, and it can’t be improved over time into something that works as well as light rail, but it sure as hell will bring the total cost of our worthless Austin-screwing transit-killing debacle up to something approaching Minneapolis’ successful light rail line.
In summary:
commuter rail: costs very little; does jack squat1
1: Looking for a better quick slogan here that also includes the fact that commuter rail not only doesn’t move rail transit forward, it actually moves us in the wrong direction since it precludes the later addition of light rail in the 2000 alignment. Suggestions?

RG4N’s blog roundup of reaction to their plan is finally up: relevant excerpt:

we turn to M1EK, cialis who takes issue with Councilmember Kim’s comments about the
inappropriateness of placing super-duper-centers in urban neighborhoods.

Clueflash: Allandale, hemorrhoids Crestview, angina Wooten, and North Shoal Creek are NOT URBAN NEIGHBORHOODS. Urban neighborhoods address the street with porches and front doors, not garages. Urban neighborhoods prioritize walking over driving – and have sidewalks to prove it. Urban neighborhoods would prioritize bicycle travel over the ability to warehouse cars on not just one but both sides of a major street.
Folks, just because you’re closer to downtown than Circle C is doesn’t make you “urban”. Urban is a style of development (and living); not a mere geographic indicator. When I sit here in my garage office typing this entry, I see more people walking on the sidewalk in front of my house than I do cars driving down my street – THAT’S URBAN. I see our one car (for a family of four) parked beside the house on a driveway rather than in front, because our house addresses the street with a porch and front door rather than with a garage. THAT’S URBAN.
Urban neighborhoods have a mix of densities (even if it’s all residential, although it’s better if it’s not) – on the very same street in an URBAN neighborhood, you’ll see apartments, single-family houses, granny flats, etc. In Allandale and Crestview, you see big apartment complexes on the edges, and nothing but large-lot single-family on the interior. That’s not urban; it’s just older suburban.
1960s suburban sprawl? Not urban. Not gonna be. Sorry.

A few things about Wal-Mart:
DSK took pictures of the people ringing Northcross, viagra 40mg and actually asked the people at the bus stop what they thought.
A RG4N supporter took pictures all the way around.
Austin Contrarian just posted a great summary of the neighborhoods around the site. Note that I’ve discussed previously, to the derision of some, that it would be nice for a big box to be located somewhere where lower-income workers could practically travel via the bus. Here’s the map linking all of this together – several bus routes accessible to those denser, lower-income neighborhoods, go straight to Northcross.
Note the other major transfer center at a mall in Austin – Highland Mall – which, not being a dead husk like Northcross, has high levels of both transfer traffic _and_ local (destined for the area in and around the mall) traffic. For the record, I’d be thrilled if a Wal-Mart like the one proposed here would take over some of the acres of awful strip-mall-and-surface-parking-lot area around Highland.
As I’ve said in some comment threads, besides downtown itself, Northcross (and Highland) are the two spots in our area which have the best transit access, bar none. Trish has disingenuously highjacked that into pedantry about the fact that the transfer center isn’t in the Wal-Mart parking lot and so can’t count as a bonus to the plan; but it’s still true: if you’re going to put a large retail center ANYWHERE, these two spots are exactly the right place to do it.
Finally, in an incredibly obnoxious and hypocritical attack-comment, Trish did bring up a point I hadn’t even noticed before: in my entry detailing how the Wal-Mart site isn’t in the middle of a residential neighborhood, I erred by saying that you had to go all the way to Mopac to the west before you hit residential use. I was thinking along Austin’s tilted axis when I made this comment – i.e. the area roughly between Anderson and Foster is almost completely commercial (with one apartment complex I can think of) – but that’s actually a diagonal line. Straight west DOES, in fact, penetrate single-family use in Allandale. Mea culpa. I also used “residential” in the same way the neighborhoods do – to mean “only single-family residential”, and I should have been more explicit, but it’s disingenuous to complain too much about this when the neighborhoods in the area have been so vehemently against multi-family development for so long.
Finally, wrapping up the wrap-up, a lot of arguments have centered around a practice I’m going to refer to in shorthand as “defining down into meaningless”. For instance, arguing over whether Wal-Mart would be “in the middle of a residential neighborhood” can degenerate into defining how far away the building has to be from the first house before it qualifies, OR you can argue in good faith by taking a look at some other major retail destinations in the area and seeing how close _they_ are. Basically, if Highland Mall, Barton Creek Square, 6th/Lamar, etc. are closer (in several cases MUCH closer) to residential uses than is Northcross, you can’t honestly continue this claim about “in the middle” unless you admit that your definition is so generous it catches almost everybody else too. That’s simply not arguing in good-faith.
Same with transit access. Read this blog for even a few minutes and you discover I’m one of Capital Metro’s harshest critics from an under-delivery of transit perspective. But that doesn’t change the fact that if you call transit access to Northcross “bad”, you’ve redefined “bad” so it includes effectively everywhere except downtown. Not good-faith argument, either. To be fair (and notice the RG4N folks, and Trish, never do this), this applies to a replacement development there as well, except that the RG4N folks obviously hope for retail that attracts higher-income clientele than the Wal-Mart. It’d still help the workers either way; just like how good transit service between UT and the Arboretum results in a few college-age kids getting off the bus up there to go work retail every morning.
Wrapping up the wrap-up of the wrap-up: Northcross is a great place to take the bus to, for both choice commuters and the transit-dependent. It’s not any closer to residential development than most major retail centers in our area and is actually farther away from houses than most (Lakeline Mall being the one main exception). The demonstrators this weekend are slapping each other on the back, but none of them bothered to talk to the people waiting for the bus at the transfer center. Hmmm. Wonder why.

Many folks have asserted that the TIA for Wal-Mart at Northcross must be wrong because it only projects something on the order of 8, pharm 000 trips per day; while traffic counts at other Wal-Marts were supposedly well north of 20, check 000 per day. I’ve found the city staff responses to the TIA questions here and here to be quite professional, case as I expected.
From the second link:

38. Using actual, real world, on the ground traffic counts, what are the daily
unadjusted traffic counts for the following: (a) Cabela’s; (b) Ikea; (c) Super Wal-
Mart at I-35 and Ben White.
The following 24 hour counts were taken between December 11th and December 13th:
Wal-Mart at Slaughter Lane and IH-35: 28,227 trips
Wal-Mart at Ben White and IH-35: 15,109 trips
Wal-Mart at Lakeline and RM 620: 22,754 trips
Cabela’s: 7,003 trips
IKEA: 5,063 trips
It is important to note that these numbers are higher (as much as 41.8% according to
ITE) than an average daily trip count because they were taken in December which is
the highest month for vehicle travel.

These measurements are all over the board and show the difficulty in making conclusions from existing sites (note the word “unadjusted”). But Cabela’s, the Only Store Bigger Than This Wal-Mart!, actually has minimal traffic. I’m going to stick with the TIA, thanks.
And it’s eminently reasonable to deduct “internal capture” and “pass-by trips” from the TIA for the new site; everybody does this. Some non-trivial number of drivers in the area currently use the same roads to go to big-box (or other) stores farther away, and some non-trivial number of people in the area will patronize both Wal-Mart and something else on the same trip.
I’ll repeat what I said in what’s probably my last comment on that other blog: city staff doesn’t game the system; even when I have disagreed with the policy implied by their analyses, the analyses themselves were always correct. They don’t mess around – they’ve always been honest; it just doesn’t make sense for engineers to misrepresent data in a case like this – they have nothing to gain and a lot to lose.

A short entry; and I won’t inflict a drawing on you, visit this site so please use the power of your mind to visualize.
CAMPO has already tentatively allocated $110 million for “managed lanes” (one in each direction) on Mopac from Parmer to Town Lake and is now explaining the plan. These will, melanoma apparently, boil down to a new inside lane in each direction, with possibly flimsy barriers between them and the general-purpose lanes, similar to what you see on the northbound frontage road just north of Bee Caves Road. General-purpose lanes will have to be narrowed a bit, and some shoulder will be lost (especially the inside shoulder – which will be effectively gone).
I’m generally a moderate supporter of HOV lanes, and a stronger supporter of managed lanes. Tolling road capacity anywhere is a good move away from our current system in which urban drivers and especially non-drivers subsidize SUV-driving suburban soccer moms. Ironically, the more red-meat conservative you are around these parts, the more you apparently pine for the old Soviet method of market-clearing, at least as it applies to road capacity.
And, one of the best reasons to support HOV or managed lanes is the boost in performance and reliability it can give bus transit, which needs all the help it can get.
HOWEVER, the system considered here will do nothing to improve the performance of transit, for this reason:
To exit Mopac, the bus (or car that paid a toll) must travel through three lanes of general-purpose traffic in order to get to the exit lane.
If that traffic is backed up enough to make you want to use the toll facility, it will also be backed up enough that it will be impossible to quickly cut through to get to your exit. Much of the time savings in the managed lane will be lost at entry and exit.
This is the same problem other half-assed HOV facilities have around the country – in places like South Florida (no barrier; hard to enforce; and mostly useless during extremely high traffic periods except if you’re going all the way through where the traffic is). Likewise, this facility won’t help the commuter going to UT, or downtown; the only group it could really help dramatically would be people going from north suburb to south suburb.
IE, we’re going to spend city drivers’ gas tax money to even more excessively subsidize the suburban commuter – but just in case we might accidentally benefit the city; we’re going to do it in such a way that it only helps those who don’t live OR work in the center-city.
STUPID.
By the way, $110 million would pay for the entire commuter rail line (which won’t do anything good for Austin), OR, it could be used as a down payment on a rail transit system which will work, i.e., build a leg of real non-streetcar light-rail from downtown up to the Triangle.

Dear Jennifer Kim

Contrary to what Sal Costello’s band of merry anti-tollers alleges, healing pills SH45 and SH130, viagra order as tollways, purchase were always supposed to get money from the 2000-2001 city and county bond packages. I remember; I was arguing against it at the time (not on this crackplog; it didn’t exist yet; but still).
Shame on KXAN for just reporting this as fact. Mayor Watson didn’t “re-allocate” any money towards these toll roads; before the election, the city was advertising that these two tollways (and a third, Loop 1 North) were in fact the primary expected recipients of the right-of-way purchase money. While Austin didn’t promise exactly which road projects would receive funding, it was crystal clear at the time that a good chunk of right-of-way purchases were going to go to these tollways.
Costello appears to be hanging his hat on the weak argument that the city bond language didn’t SPECIFICALLY say that any money would go to “tollways” or “toll roads”. But neither did the city bond language say “freeways” or “free roads”; it said that a large chunk of the transportation bond would go to right-of-way contibutions for state highways, which it did. And the city didn’t mislead anybody into thinking these would be for non-toll-roads; again, backup materials before the election clearly indicated that they intended to spend these funds on SH130, etc.
The city, unlike the county, chose to group all transportation bonds together as a tactical move to try to get them passed, rather than risk environmentalists voting against the highways chunk and motorists voting against the bikeways/pedestrian chunk. That’s the only reason they didn’t have separate SH45 and SH130 items.

Inspired by DSK’s posting of his wife’s snapshots, pulmonologist I present: the most ironic picture of IceStorm 2007. Click for bigger.

Yes, them icicles was over a foot long. And yes, they formed on my icicle lights.

Well, viagra 60mg except for me, rheumatologist that is.
From Christof’s excellent site in Houston,
this is the kind of discussion we needed to have here in 2000 and again in 2004. Of course, I believe we were about to have this kind of planning in late 2000 for a May or November 2001 election, until Mike Krusee forced Capital Metro to hold the election in November of 2000, before they were remotely prepared to do so. In 2004, nobody bothered to look at the line’s routing and figure out whether it served the needs of choice commuters (people who aren’t willing to ride the bus today). Again, except for me. So here’s a recap, with a new exciing picture at the end.
Note the references to 1/4 mile being the typical capture area for a rail stop (despite what you hear from people who think the typical commuter will walk the 1/2 mile or more from the Convention Center stop to their downtown office building).
Here’s a similar image I’m working on for Austin. I’m no photoshop wiz, obviously, but this might be the best I can make this look, so here you go. The original image comes from “Mopacs”, a poster to the Skyscraper Forum. I’ve drawn in the 2004 commuter rail route in yellow (just barely penetrates the picture on the lower right); the 2000 light rail route in green; and the maybe-never streetcar route in red. Note that the streetcar doesn’t have reserved-guideway, as I’ve noted before, so it’s really not going to help much in getting choice commuters to ride.
Click for full image if you don’t see the yellow route!

The big building you see just north of the yellow line is the Hilton Hotel (not a major destination for choice commuters; anectdotal evidence suggests that a large percentage of workers there actually take the bus to work today).
Note that the walking distance from the yellow stop to the corner of 7th/Congress (rough center of the office buildings on Congress) is a half-mile, give or take which, as I’ve pointed out before to the derision of people who don’t study transportation, is about twice what the average person will walk to a train station if they have to do it every day. Capital Metro knows this, of course, which is why their shuttles are planned for not only UT and the Capitol, but also for downtown; their only error is in repeating the Tri-Rail debacle by forgetting that choice commuters don’t like riding the bus.
Also note in the upper reaches of the image, the other two critical employment centers downtown – the Capitol Complex and UT. Notice how the green line (2000 light rail) goes right next to them as well. What you don’t see is further up to the north, the green line continues up the only high-density residential corridor in our city – that being Guadalupe Blvd., so in addition to being able to walk to their office _from_ the train station, a lot of prospective riders would have been able to walk to the train station from their homes.
That’s what Mike Krusee took away from Austin, folks. And it ain’t coming back once commuter rail opens; there’s no way to operate anything like the 2000 light rail proposal cooperatively with this worthless commuter rail crock.
Update: Here’s the other aerial photos from “Mopacs”. Worth a look.

I understand your retreat into pandering given the difficulties you’re currently facing, adiposity and I even sympathize a bit, women’s health but let’s be clear: big retail and employment destinations do NOT NOT NOT NOT belong on frontage roads.
Here’s why.
This talking point works well with people who drive everywhere – like most folks in Allandale. It doesn’t work so well with people who actually have some experience with alternate modes of transportation, like yours truly. I used to occasionally ride the bus in the morning and get off at the stop on one side of 183 between Oak Knoll and Duval and have to go to exactly the other side – and the presence of frontage roads (destroyed an old road which used to cross) made a 2-minute walk into a 10-minute bike ride (30-minute walk). No wonder nobody else does it.

SH45 and SH130 were ALWAYS in the plan

Contrary to what Sal Costello’s band of merry anti-tollers alleges, healing pills SH45 and SH130, viagra order as tollways, purchase were always supposed to get money from the 2000-2001 city and county bond packages. I remember; I was arguing against it at the time (not on this crackplog; it didn’t exist yet; but still).
Shame on KXAN for just reporting this as fact. Mayor Watson didn’t “re-allocate” any money towards these toll roads; before the election, the city was advertising that these two tollways (and a third, Loop 1 North) were in fact the primary expected recipients of the right-of-way purchase money. While Austin didn’t promise exactly which road projects would receive funding, it was crystal clear at the time that a good chunk of right-of-way purchases were going to go to these tollways.
Costello appears to be hanging his hat on the weak argument that the city bond language didn’t SPECIFICALLY say that any money would go to “tollways” or “toll roads”. But neither did the city bond language say “freeways” or “free roads”; it said that a large chunk of the transportation bond would go to right-of-way contibutions for state highways, which it did. And the city didn’t mislead anybody into thinking these would be for non-toll-roads; again, backup materials before the election clearly indicated that they intended to spend these funds on SH130, etc.
The city, unlike the county, chose to group all transportation bonds together as a tactical move to try to get them passed, rather than risk environmentalists voting against the highways chunk and motorists voting against the bikeways/pedestrian chunk. That’s the only reason they didn’t have separate SH45 and SH130 items.

Why frontage roads are bad for transit

Watch this video. NOW.

Check out this tale of woe, treatment which is pretty much what I’d expect out of Capital Metro’s MetroRapid service here in Austin in a couple of years. Any transit service without reserved guideway is doomed to these kinds of performance and reliability problems – holding a light green for a few seconds doesn’t come close to cutting the mustard.
Remember that this ‘rapid’ bus service is all the urban core of Austin is ever going to get from Capital Metro, pharm thanks to the decision of other pro-light-rail folks to sign on to ASG.

A quick hit since he’s blocking comments, cystitis for me at least:
Kling’s argument (standard for those pushing HSAs) that health care in this country is broken because it’s covering too many ‘normal’ procedures is highly disingenuous. First, most expenses for health care are simply NOT of the type that maps to ‘oil changes’ in car insurance, and second, the mapping itself breaks down – car insurance, with its per-incident deductible, is actually far more like traditional HMO/PPO service (with copays; which are essentially also per-incident deductibles) than it is like the HSA plans Kling apparently favors (with large annual deductible).

Another quick hit:
So Elizabeth Christian has gone berserk defending her husband’s new proposal for a study of cyclists who end up at the hospital with injuries (correlating to helmet use). This is exactly how the original Thompson/Rivera study went wrong. Short summary:

  1. Voluntary helmet-wearers and non-wearers are quite different groups, sildenafil as it turns out. The helmeted cyclists were more likely to be yuppie recreational riders (like Ms. Christian’s husband) while the un-helmeted cyclists were more likely to be poor and/or just trying to get around (in which case a helmet is enough of a pain in the ass that most rational people leave it at home).
  2. Later analyses of the Seattle study showed that in addition to behavioral and locational differences, generic helmet-wearers were also far more likely to go to the hospital for a given injury than non-wearers (probably due to the above socioeconomic differences).
  3. This means that the doctor in the emergency room is only going to see a non-helmeted cyclist when the injury was very serious; but he in fact sees the helmeted cyclist for minor injuries.
  4. Surprise! Helmet use seems to correlate with less severe injuries!
  5. As it turned out, information pills though, you were also able to use the same data from this study to ‘prove’ that wearing a bicycle helmet reduced your likelihood of getting a leg injury by a similarly high percentage. Again, the guys with broken legs went to the hospital no matter what; but the non-helmeted guys with cuts and bruises just went home and sprayed Bactine while the helmet-wearers were more likely to go to the hospital; and the helmet-wearers were more likely to be leisurely riding through a park and suffer their falls in the grass rather than be hit by a motor vehicle on the roadway.

This is a clear study error. The “control” group in this case-control study is not similar enough to the “case” group to make these conclusions. Statistics 101; and don’t believe the typical bullshit response about lies, liars, and statistics – this example is pretty damn clear-cut. The study was flawed; and this new study will be equally flawed.
Of course, the Chronicle didn’t bother going into this level of detail, despite the fact that I’m sitting right here, and am no stranger to those guys. It’s as if they’re not even interested in trying anything more strenuous than reporting on press releases these days…
More on the Thompson/Rivera study from a slightly different angle.

Another quick hit:
As a refreshing change, stomach News 8 found somebody besides Las Manitas to use as the poster-child for the local nascent effort to protect ‘iconic businesses’.
Tambaleo might be great but it’s only been there because the definitely great Electric Lounge went away (where I was introduced to my favorite band). Who knows what the next great club might be – we might never find out if we obstruct downtown development that can provide additional spaces for and customers for those future ‘icons’.
Anyways, drugstore a truly iconic business would just go get a new lease (or buy their building). Las Manitas is the worst offender here – they own a building next door to where they are right now; they’re being offered a sweetheart deal in finding a new place if they don’t want to move into that spot; but they’re still complaining. It’s as if the landlord has no rights whatsoever here, abortion which is just abhorrent to me.
In 99% of local development politics, I think we’d be well-served to follow the rule “do whatever Dave Sullivan recommends”. But not here; it will be too difficult to decide which local businesses are icons and which aren’t; and the first one to get rejected will sue the city and win. At least Dave, to his credit, isn’t proposing the kind of heavy-handed tactics that the City Council recently put into play against Marriott – he’s instead calling for a mix of incentives to encourage preservation of such businesses.

I go to the downtown library every couple of weeks for books for myself and my toddler. It’s directly on some main-line bus routes; and no more than 2-3 blocks away from the remainder (filled green dot in image that follows). At certain times of the day, disorder most patrons arrive via transit – and many of those are clearly mobility-impaired. The space is underutilized, page despite what you hear – there’s apparent office space on upper floors; and the shelves on the ground floor are of a substandard height (the tops well below my eye level, stomatology and I’m not a tall man). There’s plenty of room for more books – if we got better shelves and made better use of the upper floors.

The new proposed location is in a backwater corner of downtown where the closest major bus routes would be 2-3 blocks away (big red dot off the edge of the picture here); and the remaining major routes would be 4-5 blocks away. The library campaigners claim otherwise, but remember: anybody who refers today to “light rail” obviously doesn’t know what they’re talking about. The commuter rail line ends a mile east of here; and the proposed streetcar (still a couple of blocks away) is just a gleam in peoples’ eye. All of this seems like a small difference until you try to navigate the extra difference in a wheelchair (or as me, on a day when my arthritis is particularly bad). Then, you get it: drop me off right in front, please.
Yes, the new building would be pretty. Yes, the current building is a particularly ugly example of Soviet-inspired 1960s/1970s architecture. I’m positive the new location would have more parking, too; but the purpose of the main central library ought to be to serve folks in the following order of preference: the transit-dependent, downtown workers and residents, and only then suburban drivers. The branches are available for those who find having to pay to park (or park a couple of blocks away) too inconvenient. Quite simply: this is a case of people who occasionally want to use the library remaking it nicer for themselves while forgetting about those who need the library.
I’m with my former colleague Carl: some of these bonds are clearly just too much – we’re borrowing for non-necessities which are going to dig us into an operations/maintenance hole later on. Unless somebody at the library can make a compelling case which doesn’t rely on the obvious falsehood that they’re out of space for books, I’d urge you to vote no on this particular bond (#6). Buy some better shelves; move some people’s offices to other buildings; and if in a few more years, we’re back where we are today, then plan a new building in the current location.

Do not upgrade from itunes 6 to itunes 7; not even itunes 7.0.1. The machine on which I’m composing this crackplog is used only for email, this non-work web-browsing, cialis 40mg and playing music; and itunes 7 skips terribly whenever I load a new page in firefox – and this is not an underpowered machine. The 7.0.1 update actually made it worse!.
This is what I get for being a slave to apple’s music library management stuff. Sigh.

We just passed an ordinance which will lead to garage apartments and duplexes being torn down throughout the central city at the behest of the same bad neighborhood interests which prevented multifamily development in the urban core for so long, sick and now we’re supposed to kick in more money out of our property taxes for affordable housing? And that will, epilepsy of course, treatment come out of the same property taxes that are making it unaffordable for homeowners to stay in their homes?
How about, instead, we allow that family in East Austin to build a garage apartment to help pay the property tax bill (and in the process help out a tenant – those garage apartments are a lot cheaper to live in than the MF-3 megacomplexes). How about, instead, we allow families to stay in the urban core by expanding their homes under the old rules – meaning that a family of 5 need not spend $600K for one of the few homes allowed to be big enough for a family that size under the new regime.
How about we don’t blow up the village to save it?
Apart from a pleasant surprise on Austinist and the Austin Republicans, nobody apparently has the guts to make a counter-argument on any of these bonds. That’s really sad; even if you think they’re no-brainers, somebody ought to be making the devil’s advocate case (other than me!).

Huevos Rancheros hates ’em. As for me, decease I don’t mind them. If we lived in some kind of utopia where cops actually enforce laws (say, information pills going after property thieves, pulling over people who ran red lights, etc.) instead of sitting on the side of the road waiting for cars to break drastically underposted speed limits (Spicewood Springs Road between Mopac and Mesa, I’m looking your way), I might be more upset; but as it stands, I’m with Jennifer Kim: this is really the only practical way to get people to stop running red lights. What follows started as a comment to his blog; which grew way too large, so I’ve posted it here instead.
You’re [HR] just as guilty as Martinez at making broad-stroke conclusions without any backing evidence. Two simple examples:

People don’t run red lights on purpose, they tend to do it by accident, and cameras won’t help that.

I don’t buy that without a citation. It looks to me like most red-light runners are of the “run the orange” variety where they speed UP in order to avoid having to wait through another cycle.

But the city isn’t looking at increasing yellow light times. Why? Because it would decrease camera revenue.

This would be a poltiically foolish move. Increasing yellow light times more likely means fewer cars make it through each cycle (some people stop earlier as they continue to do what they were taught to do in driving school; the people who ran the red light now just run the yellow; the people waiting on the other side continue to wait). What do you suppose the public would do upon hearing that the city was about to lessen the thoroughput of major intersections in the city?
One can easily fashion red-light camera laws which don’t provide the perverse revenue incentives for the contractor (your only strong point) – and one can just as easily find perverse law enforcement incentives in speed limit laws, yet nobody serious argues for their complete elimination.
Besides, every single argument you make applies equally to simply stationing cops in unmarked cars at these same intersections. Could lead to an increase in rear-end collisions. Check. Provides incentive to mess with yellow-light timing. Check. Etc.
Now, if I could only get somebody to make sure they also caught cyclists blowing through red lights
Update which came to mind while I was talking to a skeptical compadre: How about this compromise, by the way: increase the yellow light time, and stick the red light camera on there? I’d be willing to pay the thoroughput penalty as long as it was publically understood that it was part of this compromise to avoid the supposed bad financial incentives for the contractor / city. Of course, that would never work; the suburbanites and road warriors would resume their ignorant claims about traffic lights being out-of-sequence about fifteen seconds later…

Shilli knocks it out of the park: urban is more than a different coating to the building; and it’s more than the number of floors. This Wal-Mart will still be car-friendly and pedestrian-and-transit-hostile; and should be opposed on those grounds alone. As I commented in an earlier item there, visit web I also doubt Wal-Mart’s urban bona-fides compared to Target, who seems to actually walk the walk on this stuff.
Not surprisingly, the Statesman credulously swallowed the misrepresentation of this project as both urban (see above) and central-city (Anderson Lane may be geographically central by some standards, but the area itself isn’t “city”). Also not surprisingly, the typical whines about local businesses have come up – precisely the wrong reason to oppose this Wal-Mart. Let me state this succinctly:
A big box store which engages the street rather than a parking lot, and prioritizes pedestrian arrival over automobile convenience is much better for us in the long-run than a half-dozen ‘local businesses’ in pedestrian-hostile strip malls. Strip mall patrons come and go; but the physical buildings (and parking lots) don’t. If Wal-Mart did what Shawn suggests and plunked down an urban building right on the corner of Anderson and Burnet (right next to a bunch of bus stops), I’d be supporting them whole-heartedly.
Remember: urban and suburban are styles of development, not just designations for geographic areas. You can have a suburban development right in the middle of downtown, and you can have an urban development in the middle of a ton of sprawl.

AC cites a WSJ article about Houston which perpetuates the misconception that Houston’s ugly, pill sprawling development is somehow the result of the free market because they don’t have strict use-based zoning like most of the country.
I’ve addressed this before in reference to housing density; and Christof in Houston has addressed the parking end of things. There’s a lot more that goes into subsidizing sprawl than even those two, but those two are largely sufficient to produce the typical suburban land-use pattern even without the subsidized freeways and sundry other market interferences that cooperate to produce the supposed “free outcome” of suburban sprawl.
Sprawl isn’t the natural result of free-market processes; it’s what the market gets forced into providing when regulations require fairly large minimum lot sizes and a ton of parking and subsidize single occupant automobile travel over other modes. Otherwise, we would have seen a lot more modern-style sprawl before the advent of zoning codes, parking minimums, lot size requirements, and government-subsidized freeways – all of which occurred long after most households had access to at least one automobile.

A quick hit; just posted to the austin streetcars mailing list in response to my old buddy Lyndon Henry, phimosis who defended streetcar investment against somebody complaining about low-frequency east-west downtown bus service on the weekend. I meant several months ago to address this “streetcar is a step towards light rail” issue – it still deserves its own post, website like this but here’s a start.

On 10:28 PM 11/12/2006 -0600, Nawdry wrote:
There are plenty of advantages that streetcars can have over buses,

exactly zero of which would help any of the issues (original complainaint) raised. The streetcar service proposed by Capital Metro truly is “bus on rails” – it has zero feet of reserved guideway; zero instances of signal prioritization; will be slow and take many stops. None of the advantages remaining which one could fairly assign to streetcars help local riders in the slightest – they just help tourists and businesses that cater to the same (the rails in the street making it more obvious that transit service exists and in which direction it goes).
It will not improve circulation from commuter rail one lousy iota. In fact, the initial shuttle buses will likely perform better than this streetcar, given Cap Metro’s intention to have the streetcar line make many many stops (the early shuttles will likely not do this until they reach the area of their destination – i.e. they won’t be stopping along Manor).
Nor can streetcar be upgraded to higher-quality reserved-guideway service once installed. No transit agency would dream of attempting to run reserved-guideway transit in the RIGHT lane – but that’s exactly where the streetcar is getting put.
You and yours sold the Austin area a pig in a poke that can never and will never turn into the light rail we should have built all along. I remain ready to point this out whenever necessary.
Your pal,
M1EK

Note that I absolutely reject this bogus “run buses more often and see what happens before investing in rail” argument in general but in this particular case, the rail investment really isn’t any better than the existing buses, so it actually does hold.
So, as a review: streetcars were originally sold two ways: first, as as a replacement for the rail service that Central Austin is not getting from commuter rail, and second as a good distributor/circulator for the commuter rail line passengers themselves, since commuter rail goes nowhere near the primary work destinations in the center-city. How’s that working out? First, streetcars aren’t going through Central Austin at all, and second, they aren’t going to be an attractive transfer for commuter rail passengers. Yeehaw.

Despite past experience, sovaldi sale I’ve once again gotten suckered into arguing with a sub-group of zealot mostly counter-culture exclusive-cyclists at Michael Bluejay’s list that cyclists do, prostate in fact, disobey traffic signals much more often than do motorists, a position which is commonly understood by the 99.5% of the population that is not clinically insane.
I was somewhat enheartened (?) to see that there are guys like me all over the country as well as in other countries making this same case: running red lights and stop signs hurts the cause of transportation bicyclists.
Want to maintain the reasonable right to ride without a bicycle helmet? Want to get bicycle facilities? Want to be taken seriously when you try to get the cops to enforce the laws against bad motorists? BEHAVE LIKE A GROWN-UP FIRST.
PS: Every time this comes up on Michael’s e-mail list, I’m alone out there fighting the good fight. This has allowed the conventional wisdom among these folks to be: “car drivers run red lights more than bicyclists do; and you’re making up all this stuff about how drivers see so many cyclists breaking the law that it causes them to lose respect for cycling as transportation”. If you’re reading this, and you’re on that list, and you don’t chime in, you’re part of the problem.

I’ve been participating in comment threads on austinist and metroblogging Austin on this issue in general and probably ought to write a full crackplog on the whole thing – but for now, apoplexy just the traffic point:
The latest reason opponents of the Northcross Wal-Mart are attaching desperately to is the fact that Wal-Mart’s proposed new location is not directly on a freeway, case unlike the two other projects of larger size in our area. From a transportation perspective, there this is exactly the wrong reason to oppose Wal-Mart; it’s far better for the city for major destinations like Wal-Mart to be on city arterials rather than on frontage roads. In cities in states which don’t have this obsession with highways as economic development tools for politically connected landowners, frontage roads typically aren’t part of the project, because frontage roads end up generating their own traffic – so every big box retail site is located on arterial roadways, not freeways. Somehow, Brewster, these towns continue to thrive.
In short: it’s impossible to deliver good transit service on frontage roads. I’ll talk more about WHY this is in a future crackplog; but for now, just take it as a given. The service along US 183 in Northwest Austin is very very bad — were it not for the useful nearby 2-way Jollyville Road, it’d be even worse. Long, long, long walks for transit patrons to businesses on the other side of the freeway. The workers at this proposed new Wal-Mart on the other hand can walk there quickly from the Northcross transfer center which attracts a dozen or more bus routes from all over the city, no matter from which direction they arrived.
There are lots of defensible reasons to oppose Wal-Mart; just like there were defensible reasons to push the McMansion Ordinance. Like then, latching on to something you think will be effective but you know is dishonest is a bad move in the long-run.

It’s worth crackplogging this briefly since I was reminded by a discussion on one of the blogs in my list that I hadn’t written anything on Cap Metro in a month or so, rx and I’ve been meaning to do this for quite a while anyways, treat expanding on a quick hit I did a while back:

Some folks think we can view either/both of Rapid Bus and streetcars as a “placeholder for light rail”, erectile or a “step towards urban rail”, or what have you, implying that the investment we make in those technologies is in fact a down payment on a real urban transit system. In fact, though, neither one can be evolved into reserved-guideway transit which is what it would take to get the gains seen in Dallas, Portland, Minneapolis, Denver, Salt Lake City, etc. Reserved-guideway transit, for those not familiar with the term, is any facility where the transit vehicle doesn’t need to share space with, be stuck behind, or otherwise compete with other vehicles (usually cars, but could be regular buses too). Obviously this makes a big difference if you’re trying to make up the currently huge speed and reliability gap in Austin between transit and the automobile.

Note that unlike my former colleague Patrick Goetz from the UTC, I view reserved-guideway transit as sufficient to garner significant numbers of choice commuters (those who drive to work today) – as it has worked in Dallas, Portland, Salt Lake, Denver, Minneapolis, Houston, etc. Reserved-guideway doesn’t mean grade-separated; grade-separated is elevated or subsurface rail, or if you’re feeling generous, completely separate surface rail like Austin’s commuter rail route (few crossings, and those completely controlled by physical means, not just traffic control devices). Light rail and BRT both accept less separation in return for the huge economic savings resulting from not having to build elevated or underground facilities, and in practice, almost all of the benefit of true grade-separation is achieved on good reserved-guideway designs.

I don’t even have to write a long list of reasons, when just the first will suffice – although there are others. Here it is:

You don’t run reserved guideway transit in the right lane.

That’s really all you need to know to understand this issue. You can’t eliminate right turns on any roadway in this country – it just doesn’t work. People are used to restrictions on left turns, sure. But no right turns? No way. It’s far too ingrained in our driving culture that we pull over to the right to turn, let people out, find parking, etc. (The British probably have a similar constraint against reserved guideways on the left, come to think).

So what’s the problem? Both the streetcar system and the rapid bus starter line will be running in the right lane. (The 2000 light rail plan would have run down the middle of the road, at least on the two-way streets like Lamar and Guadalupe). So all the investment in rail (streetcar) and stations (rapid bus) needs to be completely dug up and rebuilt if either one was to be transitioned into any form of reserved-guideway transit, either light rail or bus rapid transit.

That means that building streetcar and rapid bus is actually a step FARTHER AWAY FROM URBAN RAIL, not a step towards it.

And no, a right lane shared by transit and “right turns only” isn’t a solution to this problem either. (It’s what Honolulu briefly tried to float with their ghastly failure of an experiment with BRT). Trucks pull over to the right to load and unload; so do normal buses; and cars turning right can stop your transit vehicle just as dead in its tracks as a car waiting to go through an intersection can.

Probably not a surprise to those few readers of mine who still think I have an intolerably liberal bent, look but this nails it (thanks, web Adam): the press hasn’t done its job against the batch of corrupt so-called Republicans who came in around 1994. I don’t think it’s all about anti-democratic (not the party) feeling among the media; lazy reliance on he-said she-said reporting has to be a big piece of this as well, malady as one side has shown themselves a lot more willing than the other to lie their asses off the last decade or two.
As for me, I started this in an attempt to share a few pitiful scraps of “access/insider” knowledge I had, in an attempt to at least chronicle the path to the commuter rail plan that effectively screws Central Austin out of rail transit for a decade or more at the expense of suburbs that don’t even pay into Capital Metro. All that access is gone now, of course. But I can see the themes in her essay at play – media who ought to have published some actual analysis of the plan instead just turned into PR arms for Capital Metro (or occasionally against, but only in the Skaggsian “all rail transit bad” mode).
I agree with some of the anti-democratic (not the party; the style of governance) designs of our Founding Fathers. The will of the masses does, quite often, need the restraining influence of republicanism (again, not the party). But the media was supposed to be the means by which the democratic influence could balance with the republican one – and that clearly has fallen apart – and it fell apart in exactly the opposite way that conventional wisdom had it: the media has been tireless advocates for democracy when exposing Democratic party scandals, but has been unwilling to do so until very recently with the Republicans.

Finally gave up fighting comment spam the recommended Movable Type way (which frankly doesn’t work) and have installed a plugin which requires that I trust commenters on their first comment in order for them to avoid moderation thenceforth.
Unfortunately this means everybody’s in that bucket until I pull you out. If you see the moderation message, viagra please let me know so I can trust you.
Update: Of course, it’s not working. Just email me and I’ll manually moderate until I figure it out.

Finally gave up fighting comment spam the recommended Movable Type way (which frankly doesn’t work) and have installed a plugin which requires that I trust commenters on their first comment in order for them to avoid moderation thenceforth.
Unfortunately this means everybody’s in that bucket until I pull you out. If you see the moderation message, viagra please let me know so I can trust you.
Update: Of course, it’s not working. Just email me and I’ll manually moderate until I figure it out.

WHEREAS there exists today drastically insufficient residential density in the neighborhoods around Northcross Mall to support medium-density higher-quality retail, pilule
and
WHEREAS the neighborhoods surrounding the project insist that they are now supportive of urban infill, despite having opposed every such project in and around them for decades
WHEREAS the Shoal Creek Boulevard debacle allowed the near-Northcross neighborhoods to suck more than a million dollars from the city coffers to destroy a vital artery for transportational bicyclists, and as a reward, get new sidewalks afterwards
THEREFORE BE IT RESOLVED BY M1EK that Shoal Creek Boulevard be reconfigured in its existing 40 foot wide footprint as follows:
One ten-foot southbound lane; 20 feet of median space; one ten-foot northbound lane. In the 20 foot median, some very skinny but very tall apartment buildings shall be built, in order to provide the additional residential density that the neighbors claim they support, therefore providing enough nearby residents to justify a higher grade of commercial development at Northcross than low-density Wal-Mart-style retail, and as a side-effect, slowing traffic substantially along Shoal Creek Boulevard.

extracted from a thread on austinist, gastritis with links for some background:

I hate Wal-Mart too, prescription and wish somebody else wanted to move in. They don’t.
But I hate these neighborhoods even more. They:
1. Ruined the city’s most important route for commuting bicyclists, symptoms costing the entire city a million bucks in the bargain). Their reward for screwing all of us? Brand new sidewalks at another couple hundred grand.
2. The <jerks> in Crestview voted against light rail in 2000screwing the whole city. Now the (much <less useful>) 2004 commuter rail line _still_ goes through their backyards, but the rest of the city gets nothing for it.
3. They’re misleading you when they imply they want nice high-density urban development in Northcross. All efforts to do the same in the past at this and other nearby locations have been opposed by these same neighborhood organizations. Anyways, there isn’t sufficient residential density to support good urban retail here – so nobody’s going to come in and do it even if you ask really nicely. This Wal-Mart plan is actually about as high-quality a project as you could possibly expect in the middle of such low-quality car-dependent low-density 1950s-style sprawl.
These neighborhoods have been pandered to enough already. Unfortunately, thanks to term-limiting, the irresponsible council-members who are signing us up for a lawsuit that, once again, the ENTIRE CITY WILL HAVE TO PAY FOR, won’t even be in office when the northcross hits the fan.

I forgot to mention the continuing bogus freeway argument. Go read that one too; it’s far better for all concerned that we stop putting major retail destinations on frontage roads, so please shut up about how the other big stores are on highways.
I really do hate Wal-Mart for many reasons. But the fact is that even the crappy normal Wal-Mart design is better than what’s currently there – and there’s zero chance of something better coming along without drastic changes to the surrounding areas which I can guarantee the nearby neighbors will not support. The taxpayers of Austin have spent a million bucks or more just in the last few years pandering to these people; it’s time to put something in this place that will generate some property and sales tax revenue to start paying us back.

Here’s two frankly awful drawings I just threw together in the five minutes I could spare. Better versions are gratefully appreciated if anybody’s got some. I’m just an awful awful artist, there but this satisfies a promise I made a few crackplogs back.

This first image is roughly what you face when you need to get to the destinations on visit web +austin, capsule +tx&sll=30.266944,-97.742778&sspn=0.095184,0.10849&ie=UTF8&z=16&om=1&iwloc=addr”>Riata Trace Parkway on US 183 in northwest Austin. Imagine you’re coming from the left – your bus runs down the frontage road on the opposite of the highway, and you get off the bus. (This stop in this picture actually represents the Pavillion Park and Ride – i.e., this is what really happens up here – no, the good buses don’t stop at Duval either). Even though your destination is directly across US 183 from your stop, you need to walk the better part of a mile down to Duval Road, turn around, and walk the same distance back up the other side. (This is even more odious since there used to be a city street crossing US 183 here before the road was upgraded to a freeway).
For those who think this is an unlikely example, this situation is exactly what I faced when trying to take transit back home from an office I had (at Riata) a few years back. In my case, I was using the #982 bus as a boost for a bike commute, so at least I was only riding my bike this far out of the way – a walk like that would have been out of the question for a daily commute. Had I been trying to take transit both ways and intended to walk, in other words, you could have added about a half-hour walk each way just to get to/from my office from the bus stop, even though it was right across the freeway – and again, would have been a simple 2 minute walk before the freeway’s frontage roads severed this crossing.

The second image represents the area around Northcross, on which runs a bus which I have also used frequently (the #3). Note that all you need to do here is, worst case, walk across the street (since you’ll always have a stop at a light), and walk a few blocks from the light to your destination on the other side – a matter of a couple hundred feet at most.
It’s not an accident that the routes which travel on city streets like the second picture above are feasible for people walking to work, while the routes which travel on frontage roads like the first one are only feasible for unidirectional suburban park-and-ride users (who drive to the park and ride and take the bus downtown). But somehow, people over and over again think that we need to keep building these stupid frontage roads AND keep putting our major retail and office destinations on them. Frontage roads kill the ability to travel by everything except the private automobile. They destroy existing street networks – so even if your city, like Austin, tries hard to maintain alternate routes, they’re still drastically affected by this abyssmal roadway design.

Red light cameras: Unjustified hate

Watch this video. NOW.

Check out this tale of woe, treatment which is pretty much what I’d expect out of Capital Metro’s MetroRapid service here in Austin in a couple of years. Any transit service without reserved guideway is doomed to these kinds of performance and reliability problems – holding a light green for a few seconds doesn’t come close to cutting the mustard.
Remember that this ‘rapid’ bus service is all the urban core of Austin is ever going to get from Capital Metro, pharm thanks to the decision of other pro-light-rail folks to sign on to ASG.

A quick hit since he’s blocking comments, cystitis for me at least:
Kling’s argument (standard for those pushing HSAs) that health care in this country is broken because it’s covering too many ‘normal’ procedures is highly disingenuous. First, most expenses for health care are simply NOT of the type that maps to ‘oil changes’ in car insurance, and second, the mapping itself breaks down – car insurance, with its per-incident deductible, is actually far more like traditional HMO/PPO service (with copays; which are essentially also per-incident deductibles) than it is like the HSA plans Kling apparently favors (with large annual deductible).

Another quick hit:
So Elizabeth Christian has gone berserk defending her husband’s new proposal for a study of cyclists who end up at the hospital with injuries (correlating to helmet use). This is exactly how the original Thompson/Rivera study went wrong. Short summary:

  1. Voluntary helmet-wearers and non-wearers are quite different groups, sildenafil as it turns out. The helmeted cyclists were more likely to be yuppie recreational riders (like Ms. Christian’s husband) while the un-helmeted cyclists were more likely to be poor and/or just trying to get around (in which case a helmet is enough of a pain in the ass that most rational people leave it at home).
  2. Later analyses of the Seattle study showed that in addition to behavioral and locational differences, generic helmet-wearers were also far more likely to go to the hospital for a given injury than non-wearers (probably due to the above socioeconomic differences).
  3. This means that the doctor in the emergency room is only going to see a non-helmeted cyclist when the injury was very serious; but he in fact sees the helmeted cyclist for minor injuries.
  4. Surprise! Helmet use seems to correlate with less severe injuries!
  5. As it turned out, information pills though, you were also able to use the same data from this study to ‘prove’ that wearing a bicycle helmet reduced your likelihood of getting a leg injury by a similarly high percentage. Again, the guys with broken legs went to the hospital no matter what; but the non-helmeted guys with cuts and bruises just went home and sprayed Bactine while the helmet-wearers were more likely to go to the hospital; and the helmet-wearers were more likely to be leisurely riding through a park and suffer their falls in the grass rather than be hit by a motor vehicle on the roadway.

This is a clear study error. The “control” group in this case-control study is not similar enough to the “case” group to make these conclusions. Statistics 101; and don’t believe the typical bullshit response about lies, liars, and statistics – this example is pretty damn clear-cut. The study was flawed; and this new study will be equally flawed.
Of course, the Chronicle didn’t bother going into this level of detail, despite the fact that I’m sitting right here, and am no stranger to those guys. It’s as if they’re not even interested in trying anything more strenuous than reporting on press releases these days…
More on the Thompson/Rivera study from a slightly different angle.

Another quick hit:
As a refreshing change, stomach News 8 found somebody besides Las Manitas to use as the poster-child for the local nascent effort to protect ‘iconic businesses’.
Tambaleo might be great but it’s only been there because the definitely great Electric Lounge went away (where I was introduced to my favorite band). Who knows what the next great club might be – we might never find out if we obstruct downtown development that can provide additional spaces for and customers for those future ‘icons’.
Anyways, drugstore a truly iconic business would just go get a new lease (or buy their building). Las Manitas is the worst offender here – they own a building next door to where they are right now; they’re being offered a sweetheart deal in finding a new place if they don’t want to move into that spot; but they’re still complaining. It’s as if the landlord has no rights whatsoever here, abortion which is just abhorrent to me.
In 99% of local development politics, I think we’d be well-served to follow the rule “do whatever Dave Sullivan recommends”. But not here; it will be too difficult to decide which local businesses are icons and which aren’t; and the first one to get rejected will sue the city and win. At least Dave, to his credit, isn’t proposing the kind of heavy-handed tactics that the City Council recently put into play against Marriott – he’s instead calling for a mix of incentives to encourage preservation of such businesses.

I go to the downtown library every couple of weeks for books for myself and my toddler. It’s directly on some main-line bus routes; and no more than 2-3 blocks away from the remainder (filled green dot in image that follows). At certain times of the day, disorder most patrons arrive via transit – and many of those are clearly mobility-impaired. The space is underutilized, page despite what you hear – there’s apparent office space on upper floors; and the shelves on the ground floor are of a substandard height (the tops well below my eye level, stomatology and I’m not a tall man). There’s plenty of room for more books – if we got better shelves and made better use of the upper floors.

The new proposed location is in a backwater corner of downtown where the closest major bus routes would be 2-3 blocks away (big red dot off the edge of the picture here); and the remaining major routes would be 4-5 blocks away. The library campaigners claim otherwise, but remember: anybody who refers today to “light rail” obviously doesn’t know what they’re talking about. The commuter rail line ends a mile east of here; and the proposed streetcar (still a couple of blocks away) is just a gleam in peoples’ eye. All of this seems like a small difference until you try to navigate the extra difference in a wheelchair (or as me, on a day when my arthritis is particularly bad). Then, you get it: drop me off right in front, please.
Yes, the new building would be pretty. Yes, the current building is a particularly ugly example of Soviet-inspired 1960s/1970s architecture. I’m positive the new location would have more parking, too; but the purpose of the main central library ought to be to serve folks in the following order of preference: the transit-dependent, downtown workers and residents, and only then suburban drivers. The branches are available for those who find having to pay to park (or park a couple of blocks away) too inconvenient. Quite simply: this is a case of people who occasionally want to use the library remaking it nicer for themselves while forgetting about those who need the library.
I’m with my former colleague Carl: some of these bonds are clearly just too much – we’re borrowing for non-necessities which are going to dig us into an operations/maintenance hole later on. Unless somebody at the library can make a compelling case which doesn’t rely on the obvious falsehood that they’re out of space for books, I’d urge you to vote no on this particular bond (#6). Buy some better shelves; move some people’s offices to other buildings; and if in a few more years, we’re back where we are today, then plan a new building in the current location.

Do not upgrade from itunes 6 to itunes 7; not even itunes 7.0.1. The machine on which I’m composing this crackplog is used only for email, this non-work web-browsing, cialis 40mg and playing music; and itunes 7 skips terribly whenever I load a new page in firefox – and this is not an underpowered machine. The 7.0.1 update actually made it worse!.
This is what I get for being a slave to apple’s music library management stuff. Sigh.

We just passed an ordinance which will lead to garage apartments and duplexes being torn down throughout the central city at the behest of the same bad neighborhood interests which prevented multifamily development in the urban core for so long, sick and now we’re supposed to kick in more money out of our property taxes for affordable housing? And that will, epilepsy of course, treatment come out of the same property taxes that are making it unaffordable for homeowners to stay in their homes?
How about, instead, we allow that family in East Austin to build a garage apartment to help pay the property tax bill (and in the process help out a tenant – those garage apartments are a lot cheaper to live in than the MF-3 megacomplexes). How about, instead, we allow families to stay in the urban core by expanding their homes under the old rules – meaning that a family of 5 need not spend $600K for one of the few homes allowed to be big enough for a family that size under the new regime.
How about we don’t blow up the village to save it?
Apart from a pleasant surprise on Austinist and the Austin Republicans, nobody apparently has the guts to make a counter-argument on any of these bonds. That’s really sad; even if you think they’re no-brainers, somebody ought to be making the devil’s advocate case (other than me!).

Huevos Rancheros hates ’em. As for me, decease I don’t mind them. If we lived in some kind of utopia where cops actually enforce laws (say, information pills going after property thieves, pulling over people who ran red lights, etc.) instead of sitting on the side of the road waiting for cars to break drastically underposted speed limits (Spicewood Springs Road between Mopac and Mesa, I’m looking your way), I might be more upset; but as it stands, I’m with Jennifer Kim: this is really the only practical way to get people to stop running red lights. What follows started as a comment to his blog; which grew way too large, so I’ve posted it here instead.
You’re [HR] just as guilty as Martinez at making broad-stroke conclusions without any backing evidence. Two simple examples:

People don’t run red lights on purpose, they tend to do it by accident, and cameras won’t help that.

I don’t buy that without a citation. It looks to me like most red-light runners are of the “run the orange” variety where they speed UP in order to avoid having to wait through another cycle.

But the city isn’t looking at increasing yellow light times. Why? Because it would decrease camera revenue.

This would be a poltiically foolish move. Increasing yellow light times more likely means fewer cars make it through each cycle (some people stop earlier as they continue to do what they were taught to do in driving school; the people who ran the red light now just run the yellow; the people waiting on the other side continue to wait). What do you suppose the public would do upon hearing that the city was about to lessen the thoroughput of major intersections in the city?
One can easily fashion red-light camera laws which don’t provide the perverse revenue incentives for the contractor (your only strong point) – and one can just as easily find perverse law enforcement incentives in speed limit laws, yet nobody serious argues for their complete elimination.
Besides, every single argument you make applies equally to simply stationing cops in unmarked cars at these same intersections. Could lead to an increase in rear-end collisions. Check. Provides incentive to mess with yellow-light timing. Check. Etc.
Now, if I could only get somebody to make sure they also caught cyclists blowing through red lights
Update which came to mind while I was talking to a skeptical compadre: How about this compromise, by the way: increase the yellow light time, and stick the red light camera on there? I’d be willing to pay the thoroughput penalty as long as it was publically understood that it was part of this compromise to avoid the supposed bad financial incentives for the contractor / city. Of course, that would never work; the suburbanites and road warriors would resume their ignorant claims about traffic lights being out-of-sequence about fifteen seconds later…

Double taxation on city streets

Today’s headline:
759 ‘anti-Iraqi’ elements seized after al-Zarqawi killing
Now, page search where have I seen language like that before?

For the anti-toll whiners patriots, women’s health and even those who use it to try to get more hits, here’s a story for you.

There’s this guy. His name is Joe Urbanite. He owns a car, which he drives sometimes. He used to walk and bike a lot, but now due to medical problems, can’t bike at all and can only rarely walk. When he drives his car, he usually goes a mile or two to the grocery store on Red River, or downtown via Guadalupe for a show to the main library, or up Speedway to the pool at Shipe Park, or across town on 38th/35th Street to get to his inlaws’ house. Joe’s wife also uses the car a lot to go to the frou-frou grocery stores like Whole Foods (Lamar, 6th) and Central Market (38th). Joe might also use the car later today to go to the hardware store (29th near Guadalupe) to get some wiring supplies. Even when Joe’s going far enough where Mopac or I-35 might be an option, he usually tends to stay away from those highways because he’s found out it’s a bit quicker to stick to surface streets than going through those awful frontage road traffic signals.

Those roads range from very big to merely minor arterials; but we’re not talking about residential streets here. All those roads were paid for out of Joe Urbanite’s property and sales taxes (usually but not always in the form of bonds). And remember, Joe lives in a property which is valued very high per acre compared to Bob Suburbanite, so he’s paying proportionally more in property taxes.

Joe Urbanite goes up Guadalupe to the gas station to fill ‘er up. He notices that the state of Texas has assessed a “gasoline tax” on his fuel. Wow! Neat! Does this money go to pay for the roads Joe used? If so, man, that’s an awesome user fee; barely even a tax at all.

But no. The gas tax in the state of Texas is constitutionally prohibited from being spent on anything but state highways and schools. That means that if it doesn’t have one of them nifty route shields with a number on it, it ain’t getting squat. What about the federal gas tax? In theory, it could be spent on roads outside the state highway system, but it rarely is – most of that money gets dumped right back into big highway projects.

In summary: Joe pays the entire cost to build and maintain the roads he uses out of sales and property taxes. (Compared to Bob Suburbanite, far fewer roads in his area get any state gas tax money). Joe also pays as much in gasoline taxes per-gallon as does Bob Suburbanite, but that gas tax really only goes to build roads for Bob.

So tell me, anti-toll whiners patriots: how, exactly, is Joe Urbanite not double-taxed? And how is this example not much worse than toll roads?