Transit Field Trip: Back From Jury Duty

Today at 7:42 AM, hemorrhoids I was stopped southbound on Red River at the light at MLK, viagra here and saw two rail shuttles cross the intersection eastbound; one headed to the Capitol Complex and one headed to UT.
There were 2 people on those buses, bronchitis combined. One driving one bus, the other driving the other bus.

To be fair, these were likely the second shuttle in each case (I’m being charitable here – I have no way of knowing for sure). There are two buses running the same route for each train arrival – because Capital Metro was telling everybody they expected overflow crowds on the train. There’s likely more than zero people still getting off the train at MLK and heading to UT, in other words, but for the station that’s supposed to be the busiest these days, not being able to fill up the first shuttle enough for even one person to ride the second one is, well, according to Capital Metro and idiots like John Cowman, I guess, a positive sign?
Another point: Checking the schedules, the second UT shuttle was actually supposed to be at the drop-off at 23rd/San Jacinto at 7:42. Yes, the shuttle schedules, padded as they are, apparently aren’t padded enough. The capitol shuttle was actually later still; supposed to be at 18th/Congress at 7:39.

From The Chronicle in 2000:

The prevailing wisdom has been that a project in Smart-Grown Austin, more serving major trip generators like UT and the Capitol complex, prostate supported by Cap Met’s ample sales tax revenue, health would be a slam dunk for a “highly recommended” rating. (Conversely, the original Red Line, which had far lower ridership and — even though it was on existing rail right of way — only marginally lower projected costs, was headed, Cap Met insiders say, for a “not recommended” kiss-of-death rating, which is why the transit authority switched tracks at the 11th hour.)

The differences between that “original Red Line” and the current Red Line that Krusee and Capital Metro forced on us in 2004 (now producing stunning ridership results for us) is that it would have had double tracks and electrification on its whole route (i.e., the Feds back in 2000 were telling Capital Metro that today’s Red Line AFTER adding a second track and electric wires would STILL produce disappointing ridership and that they wanted no part of funding it).
Guess what Capital Metro’s plans are to improve rail transit in Austin now?

This morning since I had jury duty, visit which starts quite late compared with my normal workday, viagra 60mg I was able to stop at the MLK station to meet a Red Line train after dropping off the boys at their schools.
The 8:25 train arrived on time. Two of the four shuttle-buses arrived at the same time; the other two arrived shortly thereafter.
There were TWO PEOPLE that got off this train. TWO.

One was a woman with a bike; the other a man in a suit. For these two people, buy information pills four shuttlebuses were deployed. (I think the woman just rode off on her bike, but didn’t get a good view as I was leaving).
Want to know why the train was so crowded on Saturday and so empty today? It’s really quite simple; I’ve been talking about it for six years now:
Most people will ride a train if the station on the other end is within a short walk of their office. Most people will not ride that same exact train if you expect them to ride a bus to get to their office from the train station.
I just sent this to the busriders-austin list in response to a post from our old friend Lyndon Henry:

Continue reading “Transit Field Trip: Back From Jury Duty”

The Buses Aren’t Empty, Part VIII

My neighborhood‘s latest newsletter contains some thrilling sour grapes about VMU:

In June 2007, more about abortion at the request of the City without any help the City staff, NUNA and the rest of the Neighborhood Planning area (CANPAC, the official planning team for the whole area) which includes Eastwoods, Hancock, Heritage, NUNA, Shoal Crest Caswell Heights, and UAP (University Area Partners) submitted the mandated application for VMU (Vertical Mixed Use). Vertical Mixed Use is applied to commercial zoning (CS) only; it must have a commercial and residential component on the ground floor and subsequent floors, respectively. Vertical MIxed Use does NOT affect height or height limits imposed on a neighborhood/area. VMU was based on the UNO overlay in the West Campus area, except it seems to be a watered down version of this overlay. In a sense, our planning area, CANPAC, was ahead of the “curve” here. VMU is something which not all areas of the City had, so this concept/zoning tool was intended to be applied widespread. The VMU ordinance was conceived by Council Member Brewster McCracken.

The determining factor for VMU was the location of properties primarily along major, transportation corridors. VMU is a fine concept which would help eliminate urban sprawl and make neighborhoods more “user friendly” with amenities such as restaurants and shops within walking distance of a neighborhood. VMU combines two uses on a property- retail or office usually on the ground floor and a residential component on the other floors. There are other benefits for VMU such as a percentage of affordable housing units, a reduction in parking requirements, setbacks, FAR and site area requirements. In NUNA, Guadalupe Street was the only major transportation corridor (determined by bus routes).

The NUNA Planning Team, which is separate from the officially recognized planning team for our area, CANPAC, carefully reviewed the maps and properties foisted on us by the City for VMU consideration. Then, the CANPAC Planning Team held many subcommittee meetings and submitted a completed application for the whole planning area to the City by the mandatory, designated deadline in June 2007.

Fortunately, NUNA has an NCCD (Neighborhood Conservation Combining District) which is a zoning ordinance that has more flexible tools for redevelopment and is more compatible to this older (unofficially historic) area of town. The other benefit of the NCCD, in the particular case concerning VMU, is that the zoning tools in an NCCD (which are more detailed than an regular neighborhood plan) trump any VMU. NUNA’s NCCD will protect the careful planning we did during the neighborhood planning process in 2004. Nonetheless, we were required by the City to submit a VMU application.

The question arose within our planning area (CANPAC) and also with Hyde Park, our adjoining neighbor, which also has an NCCD, how does one determine fairly what might constitute VMU? The NUNA Planning Team along with the Heritage Neighborhood, our neighbor across Guadalupe, figured out that no property which abuts a residential use (single family or multifamily) would be considered from VMU. Also, NUNA decided that none of the bonuses such as a reduction in parking requirements, etc. would be granted to any property which we would designate for VMU. We were also advised by ANC and the City that we must opt in some properties in our application, otherwise we would be punished and forced to have properties considered for VMU. With that kind of threat looming over our planning team’s shoulder, we very carefully included some properties for VMU status in our application.

NUNA already had on the ground ( already built) some VMU projects. For example, the “controversial” Villas of Guadalupe have a commercial component- Blockbuster Video on the ground floor, and then have a residential component on the other floors. The Venue at 2815 Guadalupe has a similar makeup with commercial uses on the bottom floor and residential suites/condos above. The best part about the Venue is the underground parking arrangement which includes a parking spot per bed- more parking than the City requirement!

NUNA was requested by the City to file an application to opt in or out properties primarily along Guadalupe Street for VMU status which could also grant additional dimensional standards, reduction in parking requirements, and additional ground floor uses in office districts. NUNA opted in properties from 27th to the north side of 30th Street along the east side of Guadalupe since these properties for the most part were built as “VMU” – a commercial use on the ground floor and a residential component on the upper floors, but we did not opt for the additional bonuses such as reduction in parking requirements, etc. for any properties. Our application will be considered in a public hearing in front of the Planning Commission February 12 along with the other neighborhoods in CANPAC (Eastwoods, Hancock, Heritage, NUNA, Shoal Crest, Caswell Heights, and UAP-University Area Partners). There will be no staff recommendation for this application.

In accordance with Hyde Park, another NCCD, we decided that we would prefer to consider individual, commercial project proposals on a case by case basis. In short, NUNA has given nothing away to the City in our application for VMU; we would like first to evaluate each project to see if it is compliant and compatible with our NCCD regulations.

Here’s the response I sent to the neighborhood list; which is currently stuck in moderation:

I see in the most recent newsletter a fair amount of sour grapes about VMU which may lead people to become misinformed. For instance:

“Also, NUNA decided that none of the bonuses such as a reduction in parking requirements, etc. would be granted to any property which we would designate for VMU.”

The entire point of VMU is to put density where the highest frequency transit service already exists, so that it might attract residents without cars; households with fewer cars than typical; shoppers who take the bus; etc.

“We were also advised by ANC and the City that we must opt in some properties in our application, otherwise we would be punished and forced to have properties considered for VMU. With that kind of threat looming over our planning team’s shoulder, we very carefully included some properties for VMU status in our application.”

The purpose of “opt-out” and “opt-in” is being misrepresented here as well. The operating assumption was that because you folks got McMansion, which will result in less density on the interior (fewer housing units, since it so severely penalizes duplexes and garage apartments), that you would support more density on the transit corridors. This wasn’t you being FORCED to accept this density – it was part of the bargain you accepted in return for lowering density on the interior, and now you (and Hyde Park) are trying to back out of your end of the deal.

There is no transit corridor in the city more heavily used than Guadalupe on the edge of our neighborhood. There is no place in the city better suited for VMU than this one. It’s irresponsible to continue to pretend that the city’s asking for something unreasonable here, since you got what you wanted on McMansion.

And, by the way, there was a guy here on this list telling you that the VMU application you were submitting was a big mistake quite some time ago. Ahem.

– MD

And my follow-up:

Argh. As is often the case, I see when reading my own post that I left out something important; I said that the point of opt-in and opt-out was either missed or misrepresented, but I never said what the point was supposed to be.
Opt-out was supposed to be for extraordinary circumstances that the neighborhood was aware of that the city might not be – not generalized “opt out everywhere because we think we’ve already done enough”. For one instance, a difficult alley access (like behind Chango’s) might be something that would justify an opt-out.
If you opt out more than a few properties, you’re doing it wrong.
Opt-in was supposed to be for additional properties outside the main corridor – NOT for “here’s the only places we’ll let you do VMU”. IE, my old neighborhood of OWANA might decide to opt-in for VMU on West Lynn at 12th, even though it’s not a major transit corridor (the bus only runs once an hour there).
If you think “opt-in” is for the few places you pick to allow VMU on the major transit corridor, you’re doing it wrong.
Regards,
MD

Dear libertarian ideologues: If you mainly see buses on the ends of their routes in the godforsaken burbs, stomach and they’re NOT empty, sildenafil Capital Metro would be doing something wrong. Morons.
The right place to measure ridership is along the whole route – but if you have to pick just one spot, order pick somewhere in the middle and you will invariably find a very different story than the typical suburban idiot narrative of “the buses are always empty”. Try standing-room-only, at least in the morning rush. (I took the 2-bus trip to my awful new office twice in a row in late March and on both mornings, I had to stand on the #5; I never wrote up the TFT because I was too busy, but maybe I ought to).
And, dear disabled friends, media coverage of our very low FRR ratio thanks in large part to your gold-plated taxi-limo service is eventually going to kill the rest of the system – which will also kill your golden goose. Think long and hard about what you do next.
Also, dear bus-riding friends, if you keep opposing modest, long-overdue fare increases, sooner or later the majority of voters (who, sad to say, don’t ride the bus) will cut the sales tax support, one way or another. You may think people like you are the majority – but there’s 5 people who drive and never take the bus, not even once a year, for every one of you. Seriously.

TFT: Suburban wasteland

Councilmember McCracken wrote back to my email referenced in the last post and said some things which made me more optimistic again, help more about which I will cover in my next crackplog, overweight but probably not until Monday. In the meantime, read here’s something I wrote up today on the #27 bus (transit field trip time!)
Short one today – my company was having a rare physical meeting at Ventana del Soul, a non-profit with some meeting rooms. (Well, actually, only three of the five locals, and one non-local; most of the company is still in Virginia). Took the #7 down in order to leave the car with my wife. Google Transit trip indicates 35 minutes by bus; 20 minutes by car in traffic (highly optimistic; more like 30).
I waited about ten minutes for the #7 at or about 8:30 AM; just missed one apparently. When my bus arrived, every seat was full, and there were 10-15 people standing. We picked up one more person before entering the UT area, in which the bus rapidly disgorged – I was able to get a seat when we crossed Dean Keaton, and by the time we hit MLK, nobody was standing and about half the seats were full. Continued on through downtown, people getting on and off (more on than off), and then as the #27 down Riverside through near-in southeast Austin. A few more people got on, but the bus was never completely full; when I disembarked at my stop, there were about 15-20 riders remaining.
So, summary, from 37th to UT, every seat full; 10-15 straphangers. Dropped off about 2/3 of those people at UT, but more got on downtown, and through Riverside about 3/4 of seats were full.
On the way home, I waited about three minutes for the #27 at Burton and Riverside while I was talking with a billing rep at a medical office. The bus actually came while I was still on the phone – and I accidentally tried to board with a soda (oops). Almost every seat was full – I estimate 20 to 25 passengers; but several got off at the next stop and I was able to move to the back next to the window. Picked up a lot more people along East Riverside. Summary: From my stop on Oltorf to downtown, average 3/4 to all seats full; dropped off about half downtown; then about half full to my stop at 33rd.
Hard to believe, but this bus was actually more full than most of my rides on the #3 back when I reverse-commuted in the mornings once or twice a week to Netbotz.

Not sure if it’s a typo, epidemic but Robin Cravey, help who I could support with reservations (given Zilker activities), misbirth and Laura Morrison, who I absolutely could not, given her destruction of the political capital of OWANA that the previous leadership worked so hard to build, and of course, years of ANC shenanigans culminating in the McMansion and VMU opt-out spasm, have apparently both just announced for Place 4, and are both using Threadgills for their petition kickoffs, albeit on adjoining days.
Please, every reader of this blog, if it turns out they’re running against each other, remember: we can’t afford to have a neighborhood-pandering obstructionist sitting at the Council.
I don’t have a site for Morrison’s campaign (email didn’t have a link), but oddly enough, the current ANC president (Danette Chimenti, who like Morrison is a McMansion activist with a big honkin’ expensive house) used these words to endorse her:

Laura did so much for ANC in her two years as President; by reaching out to neighborhoods and leaders all over Austin, and providing unifying, informed leadership she is responsible for ANC achieving the high level of respectability and credibility it has today.

which is amazing, given the ANC’s recent record of striking out on essentially everything except McMansion and CWS. The current city council, at least, clearly has far less respect for the ANC than they did even a couple of years ago. I don’t know if Chimenti actually expects us to believe this, but it’s laughable.

I’m now upgrading my position to cautious pessimism (from complete horror) after a nice exchange of email with Councilmember McCracken. As I said in my initial post a week or two ago, what is ed the early media coverage made it sound like the project would just be an extension of Capital Metro’s awful circulator route (which avoids most places people want to go, information pills and services, urticaria albeit poorly, commuter rail passengers to the exclusion of the central Austinites for whom it was originally promised).
McCracken wrote back late last week, saying he had missed the email originally. Since my email only talked about reserved guideway, that’s all he addressed at first – and he indicated he’d be pushing strongly for reserved guideway whereever possible, agreeing with my opinion that Capital Metro is underplaying the liabilities of running in shared lanes. So far so good. I wrote him back asking about my route questions raised by my second run through the media coverage, and he also indicated he favors a Guadalupe route up to the Triangle, pointing out that the #1/#101 are the most ridden buses we’ve got, proving a strong demand for transit in the corridor even today, even with bad bus service as the only option.
Sounds good, right? Well, to be realistic, it was going to be hard to get reserved guideway on Guadalupe past UT even with true light rail and with the Feds paying half to 80% of the bill. If we’re funding most to all of this system ourselves, as I suspect we are, I think it will be difficult to get an exclusive lane near UT, which, unfortunately, is the place where it would be most needed. Also, the talk about running in reserved guideway alongside Riverside seems unworkable – I paid close attention during Friday’s transit field trip, and didn’t see enough space to get this done, unless there’s something else I’m missing, like narrowing existing lanes.
So, mark me as guardedly pessimistic. I’ll be rooting that McCracken can pull this off – I have not heard similarly educated stuff from any other council member, so he’s the only hope here. I think Wynn believes in the streetcar fairy dust (the idea that streetcar running in shared lane will attract a lot more daily commuters than bus). Keep your eye on the ball.

As reported at the Chronicle’s blog:

The argument made by Responsible Growth For Northcross (RG4N) this morning is that the city’s approval of Lincoln Property’s site plan violated the note, generic which mandates that “Rainfall runoff shall be held to the amount existing at undeveloped status by use of ponding or other approved methods.” The city – with testimony from city engineers Benny Ho and Jose Guerrero – countered that “undeveloped status” means status at the time the application is filed, not a reversion to the status of when the property was a green pasture. Attorney Casey Dobson, representing the city, said “To use a legal term, that [would be] silly.” Guerrero further testified that the law only requires that a project not make flooding worse, and that Lincoln’s site plan will actually reduce impervious cover and presumable send less floodwater off-site.

In other words, the Wal-Mart plan is demonstrably better for drainage than current conditions but RG4N claims code should be interpreted as if a project must (not just can, but MUST) be rejected by city staff if it adds more runoff than the completely undeveloped state would have. Also keep in mind that the RG4N ‘vision’ would also be an improvement over current conditions, but most definitely not over the undeveloped prairie that was there seventy years ago.
If you ever needed proof that RG4N’s legal strategy was the old “throw excrement on the wall and see what sticks” method, here it is. And if there were any justice in the world, the judge would call RG4N forward and issue this speech.
As my cow orker DSK pointed out a moment ago, though, it would almost be worth yielding on this point if the judge put similar conditions on the homeowners of Allandale and Crestview.

Michael King writes that we should support RG4N even though their case is utterly without merit as even their news staff is beginning to discover, ampoule months too late. Here’s a comment I just placed there:

Michael, this is ridiculous. Zoning means something – in this case, it means that Lincoln bought the property knowing what they should be allowed to develop (and what they should not be allowed to develop). If they were up there asking for variances or even a change in zoning, RG4N and the rest of you guys would have a point, but they’re not, and you don’t.
When it comes to cases where developers seek upzoning, many of these same people are very quick to tell you that the prospective developer should have known what they were getting when they bought the tract. Interesting how this doesn’t apply here. Also interesting how none of the RG4N homeowners are volunteering to let Lincoln have veto power over their own development projects within current zoning. Democracy for me, not thee.
As for the comparison to the Triangle – the bulk of RG4N’s supporters are using the group as ‘useful idiots’ here – they have shown through their actions on other projects (including very recently) that they have no interest at all in dense urban development – they want to preserve low-density stuff they already have.
A critical eye once in a while, even at your fellow travellers, would seem to me to be a basic responsibility for a journalist.

One point I should have added but forgot: this lawsuit, in which the city has to defend its legal responsibility to approve site plans that comply with city code, is costing Austin taxpayers a half-million or so at last count. Still think RG4N is so noble?
A second point I just remembered: the Triangle development was such a big fight because the state (leasing the land to the developer) is exempt from Austin zoning codes.

As DSK notes, implant this isn’t incredibly clear on first reading, so here’s a new lead-in:
I forgot to crackplog about this when it happened: a “remodel” of a property with a duplex on it on 34th was the subject of a lawsuit filed by some of the leadership of my neighborhood association which went down in flames, since the property owner clearly satisfied the legal requirements in the zoning code (although those requirements were indeed very vague and very generous). News 8 has given the complaining neighbor some pity press (was in first link but not obvious), and I was reminded to talk about it. Here we go!
This new kind of awful seems to be cropping up a lot lately – the tendency for people who ought to know better to insist that the legal system is broken if it doesn’t give them outcomes they like – in other words, since we care enough to shine our rainbows on the problem (Julian Sanchez), that ought to be enough to solve it. But the legal system doesn’t operate in the world of democracy; it operates in the world where the law means something, and in this case, my idiot neighbors wasted a bunch of money on a lawsuit that was clearly doomed to failure.

In other words, even though I, personally, think that these new duplexes are actually a lot nicer for the neighborhood than the old ones (described by a more moderate person than I as “red shacks from Somalia”), and that my neighbors are just plain bad people for wanting to keep out slightly-more-affordable housing than the single-family-classic-mansions that infest that side of Speedway (34th being the dividing line on that side between historically rich mansion stuff and more modest development), it’s irrelevant: in this case, the law is clear, and what’s more, was clear before they bothered to file the suit. If some neighbor was building a garage apartment on a 6000 square foot lot, an action which is consistent with my preferences but against the city code since our neighborhood plan prohibits it, I’d likewise think anybody who filed a suit to do it was stupid. Still left undetermined is how much of this frivolous lawsuit’s cost my neighborhood association will ultimately bear – since the leadership is overwhelmingly from that side of Speedway and on the wrong side of so many other development issues, I expect them to eventually donate some funds. Ha ha, DSK, I never joined, so it won’t be my money, at least!
Are you listening, Chronicle?

“CAMPO wresting rail planning from Capital Metro” is the headline. Sounds good to me – Wynn and Watson in charge means smarter rail than Capital Metro’s stupid useless stuck-in-traffic streetcar plan. Right?
But who else is going to be in charge here? Let’s see:

The 14-member group will be led by Austin Mayor Will Wynn and will include among others McCracken, more about Austin state Sen. Kirk Watson (who had a whole lot to do with creating the group after Wynn called for something similar last month), global burden of disease Williamson County state Rep. Mike Krusee, Travis County Commissioner and Capital Metro critic emeritus Gerald Daugherty, and representatives of the University of Texas and road and rail advocacy groups.

Yes, that’s the same Mike Krusee that got us into this mess in the first place – the asshat who screwed Austin out of a good starter rail line like Houston and Dallas and everybody else built. That Mike Krusee. The guy who derailed efforts to build good rail for Austin so his constituents (most of whom don’t even pay Capital Metro taxes) could get more transit investments than the residents of central Austin who pay most of the bills.
Shit. We’re screwed.
Note that even if Krusee wasn’t involved, the implementation of commuter rail has now precluded anything like 2000’s light rail line from being built and that’s about the only light rail line worth trying around here. In other words, the damage has already been done – we can’t recover the 2000 route now. But still – having him (and even Daugherty) involved is the death knell for even a mediocre effort at urban transit – as neither one is likely to support investing enough money in reserved guideway transit in the city core. To them, every dollar spent on the dirty hippies in Central Austin is a wasted dollar that should instead be spent ferrying some SUV-driving soccer mom from one strip mall to another.
If Krusee had just kept his mouth shut in 2000, we’d have had a light rail election in May of 2001, and it likely would have passed. By now, you’d be seeing trains running in their own lane down Guadalupe right in front of UT, and down Congress Avenue right in front of all those big office buildings. Instead, we’re seeing test runs of a useless commuter line running out by Airport Boulevard that nobody will actually ride. That’s what he got us last time. Imagine what he can do for an encore!

This story is kind of sad, this site but also a bit of an I-told-you-so moment. I’ve expressed in other forums (comments, mostly) that local businesses around here have sadly not been prepared to adapt to a more urban environment – ref among others the locally-owned businesses around Northcross in pedestrian-hostile parking-loving strip centers protesting against a slightly-more-urban and slightly-less-hostile-to-pedestrians Northcross redesign, and don’t forget Karen McGraw’s shenanigans in Hyde Park. And now, from 2nd street:

Speaking confidentially, other tenants are concerned that there’s no interest in keeping them in business and that the lack of parking in the area makes life as a retailer virtually impossible.

(Of course, an anonymous commenter has already said that they think shopowners/employees were hogging the few curbside spaces that existed – hard to verify, but wouldn’t surprise me). The idea that you can’t have retail without free nearby parking is a suburban mindset – which is the most clear indication that these people weren’t prepared for urban retail.

Here’s a clue: Don’t move downtown if you can’t figure out a way to attract customers who arrive by any means other than the private automobile parked right in front of your store. Sadly, there are a lot of national retailers who DO know how to do this – and we’re probably better off with a pedestrian-oriented national business than a local business that doesn’t know how to play in an urban center. That’s going to result in a lot of backlash from the paleoliberals, and I won’t be thrilled either, but I don’t see any other way forward.

This might get worse before it gets better – transit ACCESS downtown is good, but competitiveness is poor, unless you have to pay to park. People who have free parking at their offices in the suburbs aren’t going to enjoy paying to park to shop – so again, these businesses need to not rely on that type of customer to survive, but the other type of customer – the local (urban) resident – may not exist in large enough numbers (yet) to make up for a retailer that doesn’t have a lot of experience marketing to those urbanites.

A fairly good article this time about Krusee seeing the light on new urbanism and stepping down. I’m honestly not sure how much I believe, viagra 100mg which is a huge step up for me on this guy, cheap actually. Here’s some interesting quotes:

“It’s an article of faith for Democrats that the sales tax is regressive. The gas tax is much, food much more regressive. The gas tax is, literally, a transfer of wealth from the poor to the middle class – to the upper-middle class.”
That’s not some blogging transit activist or Green Partier speaking on the inequitable burdens of highway costs. It’s District 52 state Rep. Mike Krusee, who’s currently best known – for better and worse – as the legislative face of Texas toll roads.

Gosh, I wonder if anybody else has been talking about that for years now. Couldn’t be, huh? I presume the “transit blogger” might be me, given that every other blogger in the universe has swallowed Costello’s tripe “TOLLS BAD. HURRRR.”
As for the rail issue:

There are those who say his successful advocacy of suburban commuter rail instead of the light-rail lines initially proposed clumsily destroyed the possibility of effective Downtown mass transit for another decade – and that instead, we’ll be trying to retrofit a system conceived for the very suburban sprawl it’s supposed to replace. But as Mike Clark-Madison wrote here, about a year after Krusee was having his New Urbanism epiphany, “It’s also pretty obvious that the only way Austin will ever have rail transit is if we start with a commuter system serving western suburbanites” (“Austin @ Large,” April 9, 2004).

It’s too late, Mike. The first quote is right – we’re screwed; but Michael King is as wrong now as Mike Clark-Madison was then; there is literally no way to start with this commuter rail line and end up with a system which both suburbanites and urbanites can ride and get some benefit from. Even a transfer from “good rail” to “good rail” (both running in their own right-of-way) is enough to turn off essentially all suburban commuters not currently taking the bus, unless we reach Manhattan levels of density and parking costs (which we never will). And that presumes that we’re somehow able to surpass tremendous obstacles and get a light rail stub built down Lamar and Guadalupe, which I doubt very much that we can (now that we wasted all our money on “urban” commuter rail that serves the suburbs poorly and the urban area not at all).
My comments posted there (some repetition of the above):

I can’t believe Krusee gets it about inner-city drivers. That makes precisely ONE politician that does.
Of course, that doesn’t make the gas tax regressive by itself – it’s the fact that we pay for so many of our roads (even parts of our state highways) with even more regressive taxes (property and sales) which do the trick.
As for the rail thing – Krusee has destroyed it here, forever. You can’t start with commuter rail and end up with something good – suburban passengers won’t transfer from one train to another train (even if by some miracle we GOT a second train running down Guadalupe in its own lane) to get to work until we’re reaching Manhattan levels of density. He doomed us to the point where we have to abandon transit to the suburbs, even though we spent all of our money building it. Good show.

One of the many pieces of excrement flung against the wall by RG4N in the desperate hope something would stick was an ITE Journal article in which the author asserted a disproportionate (to square footage) traffic impact for “free-standing discount superstores” over 200, look 000 square feet. The conclusion, dentist in other words, seek was that 199,999 square feet stores should have a trip generation figure of X per square foot; while 200,000 square foot stores should have a trip generation figure of Y, where Y is much larger than X.
This is counter-intuitive to say the least. One could argue that the increased size results in more trips overall – which would be the result of continuing to apply X trips per square feet (X times 200,000 is obviously more than X times 100,000). One could even argue that the increased size results in fewer trips than the same number of square feet in _two_ stores (“one-stop shopping”). But the theory that a bigger store results in, and I emphasize units here, more trips per square foot has always seemed ludicrous to me.
Anyways, as it turns out, Wal-Mart went with a slightly smaller store – which the army of anonymous RG4N trolls have used for quite a while as conspiracy fodder – claiming that they snuck it in under the threshold to avoid these supposedly more valid rules (which, again, as far as I can tell, the ITE still hasn’t seriously considered adopting).
As it turns out, I wasn’t alone in my skepticism. In addition to several disagreements about methodology, the respondent (another traffic engineer) points out that the study was too small to be statistically rigorous; the stores were too different to draw any firm conclusions; and that the author’s supposed intuitive conclusion isn’t. Some excerpts follow, since I’m not sure how long this article stays up for free. I’ll leave out the most esoteric stuff.

DEAR EDITOR:
As a transportation consultant who is involved in both the performance and the review of traffic studies, my colleagues and I at McMahon Associates, Inc. are extremely concerned that the August 2006ITE Journal article entitled “Trip Generation Characteristics of FreeStanding Discount Superstores” lacks the rigorous scientific analysis and thoroughness that we have come to expect in ITE Journal articles.
As such, although ITE Journal states: “Opinions expressed herein are those of the authors and do not reflect official ITE or magazine policy unless so stated,” the article may be utilized by transportation professionals and others as “gospel” even though its analysis is flawed, in our opinion, in many respects.

2. Additionally, the square footage of a gas station is not a good choice for independent variable, as compared to the number of fueling positions, when determining its estimated trip generation; i.e., a 225-square-foot building could serve four fueling positions or 14 fueling positions.

5. We also question whether the author confirmed, in her comparison to the ITE Land Use Code 813 rates, that the latter (ITE) square footage baselines are the same as she assumed, especially with regard to the garden center, which typically has significant (15,000 to 20,000 square feet) square footage. While we agree that the rates should be applied to “total” square footage, inclusive of a garden center, it is our understanding that the ITE samples were largely (or totally) based on building foundation square footage, not inclusive of outside garden centers. Our observations about baselines and “with and without gas pumps” are intended to reinforce our opinion that the author’s analysis appears to be an “apples to oranges” comparison rather than “apples to apples.”

7. There is also a fairly large discrepancy between the number of vehicle trips collected between different days at some of the supercenter locations. Site 3 shows an increase of almost 17 percent in site traffic between the day 1 and day 2 counts. The increases in site traffic between the day 1 and day 2 counts at site 1 and site 5 are both about 10 percent. The fluctuation in these counts suggests that there could be flaws in the data or that other factors may have been involved in the traffic generation of the site on one or both days of the counts. These discrepancies may reflect seasonal variations, as the article indicates that the first weekday count was taken in July while the second count was taken in October.


and here’s the one that I think is the most important to laypeople:

9. We also take issue with the author’s statement that “free-standing discount superstores intuitively should have a higher trip generation rate than free-standing discount stores, which by definition do not contain a full-service grocery store but have most of the other amenities of the superstore.” Are not shopping centers evidence that larger stores, with presumably more services or products in one location, result in documented lower trip rates, because customers shop longer and their shopping needs can be accommodated in fewer trips due to greater availability of goods and services? In fact, the author’s argument is shown not to be the case in Table 1 of the article, where the author’s own comparisons show that, as retail store sizes become larger and more services/products are offered, trip generation rates decrease. We also note that the number of samples for ITE free-standing discount store (47) and ITE shopping center (407) is large enough so as to make these land uses’ rates statistically more reliable than ITE’s rates for free-standing discount superstore (10 samples) or the author’s study (five samples).

In conclusion, while the author’s study and article adds to the body of knowledge on trip generation characteristics of superstores in excess of 200,000 square feet, its data and analysis of that data, we submit, are not rigorous or conclusive enough to support the article’s recommendation that the rates derived from the author’s analysis should be used as the future norm for 200,000 square-feet-plus superstores. Until such time that more samples are collected (we would recommend at least 20); preferably from various locations in the country, as she also recommends, to test geographic differences, if any; and are computed on common baselines first (separately, without, or with gas pumps) before combined (i.e., if not statistically different), we suggest that the jury is still out on the validity of this article’s rates, conclusions and future use.

Macy’s in Manhattan

Macy’s also has flagship (very large) stores in San Francisco and Chicago – and their Chicago store is pursuing adding a grocery store in the basement.
Harrod’s in London

Wal-Mart doesn’t have their cachet, hospital it’s true, for sale but Allandale also doesn’t have the cachet of central Austin. Nevertheless, diagnosis the contention that big boxes belong out on the highway (which, in Texas, inevitably means on the frontage road where pedestrians, cyclists, and transit users mostly can’t get to them), is absolutely false – the normal pattern, before suburban sprawl took over, was that the biggest stores were downtown, not out in the boonies.
As for the inevitable claims of “bbbbbut if it was in YOUR neighborhood, you’d feel differently”, there was an Urban Target slated for 6th and Lamar (much closer to true central Austin – not just center of population) when I lived in Clarksville and I was thrilled to death at the prospect. Don’t remember square footage, but it was supposed to be 2 floors with some kind of neat cart escalator and whatnot.

Now that RG4N has struck out, pulmonologist it’s time to assess the damage. RG4N is interpreting the judge’s decision not to comment on three of their four complaints as evidence that they were valid which is spectacularly delusional. Good show, visit folks. Thanks to the Chronicle for, even now, supporting RG4N’s desperate attempt to spin this as something other than a complete truth-slap. Hint: it’s not “curious” she didn’t address the “other claims”; it was predicted by a real lawyer quite some time ago.
I’m going to cover this in two or more parts; today’s is just a conservative estimate of the direct and immediate costs and what we might have otherwise done with that time and money.
The city’s legal costs are oft-quoted at $424,000. This is at least the contract with Casey Dobson. I’m going to be extremely conservative and round up the city’s direct costs to $600,000, including other legal costs, the time and money spent responding repeatedly to RG4N’s complaints (and to city council members who were desperately trying to find an angle to work).
Other direct and short-term costs I could have considered, but didn’t:
Lost sales taxes: I’ll be completely conservative and assume that every single dollar of sales tax we don’t get from six months or so of delayed opening would have just been shifted from other Wal-Marts or other stores in the city. I don’t believe this to be the case; if it were that simple, Wal-Mart wouldn’t be so eager to build the store. More likely would be a shifting of the natural coverage area of each store – with stores on the edge of Austin becoming less crowded and hence more attractive to shoppers further out, but this is hypothetical and impossible to measure. Easier to believe but still harder to measure would be the lost tax revenue from other businesses in the center which don’t have easily subsitutable competition – for instance, a delay in the move of the ice rink.
Lost property taxes – despite what you hear from RG4N trolls on the Chronicle’s blog, there is a property tax impact to this development – the land value may increase, or it may not, but I guarantee the structure value will increase dramatically – and the city gets to tax that building value (as does the school district, county, etc.). Impossible to estimate now precisely what that will be, but common sense would tell you that it will be substantial enough to consider as a major benefit of the redevelopment given that the structure value of the existing ghost-mall is measured at just south of 16 million.
Lost bus fares: I’m 1000% positive that the opening of this store will result in a major bump in ridership to and through the Northcross transfer center, which gives Capital Metro more fare revenue with zero extra cost (since they probably wouldn’t increase service until the buses were overflowing, given their past history). But again, hypothetical and impossible to estimate.
So let’s leave the direct and short-term cost at a mere $600,000 (the cost to the taxpayers; RG4N and the careening-towards-bankruptcy Allandale Neighborhood Association have their own set of costs, of course).
What could we have done with that money? Well, me, I’m a transportation guy. So I’ll give you two simple transportation options, and another one dear to my heart. Y’all are welcome to chime in as well.
12,000 linear feet of sidewalk at $50/linear foot. (Estimate obtained from a wide range of sources on the web; corrections welcome). That’s two and a quarter miles of sidewalk, folks, enough to cover a big chunk of the sidewalk gap in the densest parts of Central Austin (where the pedestrians actually are).
Restriping Shoal Creek Boulevard into the safe, sane design that every other city would have done – and in fact, recommended to us. Just read those archives. And the same people who cost us the $600K this time are the ones who cost us the million on SCB in the first place, don’t forget. Parking on both sides instead of just one was just that much more important than cyclist safety.
Operate a branch library for a year. Every time we go through a hiccup in the budget, we have to close libraries or delay their opening. I can’t get a breakdown precisely from the city budget after ten minutes of scrutiny, but I’m betting one of the branches could run for a year on that much money (operating expenses).
So there’s three. Anybody else have any suggestions? Of course, none of these were as important as catering to the tantrum of a bunch of people who just really really really REALLY don’t like Wal-Mart, and want us to engage the Care Bear Stare against the legal system.
Next up: the indirect and long-term costs (such as foregone opportunities to improve the site plan with the supercenter intact).

Another casualty of Responsible Growth For Northcross’ year-long tantrum has been the truth. Yes, erectile you heard me. People all over the city now believe varying combinations of the following absolutely incorrect, but truthy, narratives.

  1. “Anderson Lane is some kind of pedestrian utopia which Wal-Mart will make worse”. This just came up yesterday, which is why it’s at the top of my list. BAD FORM, TERRA TOYS. You know damn well that your location on South Congress was ped-friendly, but your strip mall on Anderson Lane? Even a standard-model suburban Wal-Mart would be no worse for pedestrians, cyclists, and transit users than the awful strip malls lining both sides of Burnet Road and Anderson Lane.
  2. “Northcross Mall is in the middle of a neighborhood!” – talk about defining down to irrelevance. Notice from the map at the link that neighborhoods are actually buffered from Northcross by those aforementioned awful strip malls in most directions. The Wal-Mart in my hometown (Boca Raton, FL) directly abuts single-family homes, for comparison’s sake. Which leads us into:
  3. “Big boxes belong on frontage roads!” This one had some legs – even our city council fell for it. Sadly, xenophobia in Texas prevents people from seeing how ridiculous this is – in other states, frontage roads don’t exist, but it’s also not true to then fall back to “well, they must be right next to the highway exits, then”. I spent an hour of my life I’ll never get back proving otherwise to some willfully deluded souls in Allandale, but again, refer to the two Wal-Marts closest to Boca Raton – neither one of which is remotely near a highway off-ramp (Delray Beach example); and the one in State College, PA; on a road very very similar to Burnet Road (four lane with center-turn lane; quite far from off-ramp of the real highway). And they SHOULDN’T be on frontage roads, either – you’re dooming their workers and customers to perpetual car-dependence if you put them out there where they don’t belong.
  4. “All we were doing was trying to get a public process, man!” (read with Tommy Chong voice for extra effect). The whole point of the zoning code is to establish a set of permissible actions which don’t have to go through the public process – and don’t forget the cry of this same bunch whenever a developer requests upzoning or a variance: “you knew what the zoning was when you bought the property”. Well, Lincoln knew what the zoning was when they bought the property, and it unquestionably allowed for exactly this kind of development. Nobody in these neighborhoods cared to do anything about it for years and years when Wal-Mart wasn’t the prospective tenant, of course. Which leads us to:
  5. “We just wanted urban VMU development!” – if you bought this, you’re dumber than a bag full of hammers. The motivating force behind RG4N was primarily the anti-density brigade – the people who opposed VMU everywhere else in Allandale when asked nicely; the people who fought apartments for years and years and years; the people who pushed McMansion so hard. So now we’re to believe that, just coincidentally, they changed their stripes and are now urbanists precisely at the time Wal-Mart came knocking? If so, they’d know that new urbanists would welcome big boxes – as long as they’re built pedestrian-friendly – no matter HOW big. Like Harrod’s in London or Macy’s in New York, Chicago, or San Francisco. Granted, Wal-Mart doesn’t have their cachet, but neither does Allandale.
  6. The city council wanted Wal-Mart all along. Uh, NO. City council members were trying desperately to find an angle to give you (RG4N) what you wanted – and ran straight into the brick wall of fact: the development had to be allowed, period.

That’s an incomplete list. Suggestions welcome, and I’ll update in later postings.
Your pal,
M1EK

Whenever I hear this guy talk about how bad the Domain is, patient I wonder which ones of the strip centers filled with locally-owned businesses he owns. Because I haven’t seen one strip mall with local businesses in it that isn’t a pedestrian-hostile disaster.
Sign me up for MORE DOMAIN SUBSIDIES if it means that we encourage pedestrian use, disease even if it’s only inside the project. Too many of these awful strip malls inhabited by the local businesses who are fighting this fight are like the ones on Anderson Lane where even a confirmed car-hater like me is tempted to start the car and move it farther down the road rather than walk a quarter-mile. It’s just that awful.
When locally owned businesses do things that hurt us, healing they don’t deserve a pass. When Terra Toys reacts to higher rent by leaving a good urban environment and moving somewhere where nobody will walk to, and very few will walk around in, why on earth am I supposed to support them against Wal-Mart or the Domain, when those guys are at least trying to make things a little better?
Also, for extra credit, remember City Comforts’ primary rule of urbanism: it starts with the location of the parking lot.

versus

Any questions?

Very quick hit today; not even any links, pilule although I may fill them in later if I get a minute.
My family took the #5 down to Town Lake yesterday for the First Night festivities (the parade was outstanding – best one I’ve ever seen). One simple thing we experienced shows why streetcars in shared lanes are completely useless.
We’re travelling southbound in the right lane of Congress (where shared-lane low-budget streetcar would inevitably operate as well). Oops, a car has stopped and is unloading a bunch of stuff with their flashers on. The bus driver quickly changes to the center lane to get around them and then moves back right.
A block later, somebody starts to pull out of one of the angle-parking spaces and stops. I was never able to figure out why – they may have been spooked by traffic. Again, the bus driver changes lanes and moves around the obstruction.
Anybody see the problem with shared-lane streetcar yet?
You get enough little blockages like that and the performance and reliability of the streetcar gets so bad that even the mystical streetcar fairy dust that supposedly makes commuters forget how to read their watch won’t help.
True light rail, with reserved guideway (“running in its own lane”) is a slam-dunk win for Austin. But shared-lane streetcar is a complete waste of time that actually performs worse for passengers than does the city bus that most of them won’t even take today.
Unfortunately, I have my suspicions that the Wynn/McCracken rail plan will end up having to rely on mixed-traffic streetcar service for a good chunk of its proposed route (and that’s only one of the two impending problems; the other being that the route absolutely must go up Congress and then Guadalupe, rather than over the east side of UT and then out to Mueller as in the useless Capital Metro proposal). So, once again, we’re scrod by our pal Mike Krusee – because of his push in 2000 to destroy Capital Metro, and then his push in 2004 to force commuter rail instead of light rail, urban Austin will probably end up with no rail at all, or, at best, rail which is actually less useful than city buses.

Yesterday, generic I posted a quick hit about our bus ride down to First Night which noted several times where a bus was actually more useful than a streetcar would have been. It’s actually fairer to say “less awful”, tablets of course, since anybody who knows me knows I don’t find bus transit remotely acceptable on a corridor like this either – it needs true light rail like Austin voters approved in 2000.
Now, I see that things aren’t going so great in Seattle with their stuck-in-traffic streetcar either:

On Sunday, the southbound streetcar was out of service at Westlake Avenue and Lenora Street because a car was parked in the way.
“In spite of the fact we have clearly marked areas, and despite signs we have, for some reason a driver parked their car so it caused a problem for the streetcar,” Sheridan said.
He did not know how long the streetcar was out of service, but one witness said he saw the streetcar still stopped at 8:30 p.m.

Quick recommendation: My readers who are tempted to fall for the monorail siren song, neuropathologist as well as those who have been misled by neanderthal clap-trap about “choo-choo” trains being too old a technology should check out this excellent piece by Christof in Houston.
As I’ve commented in his forums, resuscitator though, also be aware that these solutions are often pushed disingenuously by people who really want nothing to get done, because they don’t want the status quo to be threatened. In other words, whenever you read about monorail and especially PRT, be aware that a lot of the guys pushing this are doing so not because they actually want or expect it to ever get built, but precisely because they know it WON’T ever get built so they can protect transit funds which can later be diverted for suburban highways instead.

This has come up frequently in the past in regards to the idiocy of claiming that major retail belongs out on the frontage road (where I have claimed in the past that it’s impossible to practically provide good transit service). Here’s a much better version than my previous one, clinic and as a bonus, melanoma MS Paint was still tangentially involved!

(For non-Texas readers who may have wandered in from Jeff’s excellent transit portal, stomach almost all limited-access highways in this state are built from pre-existing major arterial roadways – where property access is maintained via the construction of new “frontage roads” which unlike perimeter roads often used for that purpose in other states, also serve as on-and-off-ramps. The incredibly wide road footprint that results makes it far more expensive to build new or maintain existing crossings over or under the highway).

Both images from google transit; click through for full details. This is basically the “how do I get from the drop-off for the express bus at the park-and-ride on the west side of the road to the entrance to all the office parks on the east side of the road”. Note that the address for the park-and-ride you sometimes get (12400 Research) doesn’t match the actual location, which is on Pavilion Boulevard back towards Jollyville.

First, the transit directions, which look pretty good at first:


Then, the driving directions, which look like this:


Huh. Wait a minute. If I can just jump across the road, why do the driving directions have me go down a mile and back? Let’s look at the satellite image (click to embiggen):


(Get more current satellite view here)

Oh. Now I see. Note that the bus stop images you see on the other side of the road are for a poorly performing cross-town route which suffers from the same basic problem – if you need to leave an office on that side of the street and go southbound on 183 back home, you get to walk to the next crossing – which on a normal street wouldn’t be that big of a deal, but crossings of frontage roads are few and far between. Farther to the northwest, crossings are even less frequent – you face a walk of close to 3 miles in spots to make this trip across the freeway. Taking that cross-town route would be even worse than taking the express plus the incredibly long walk, because it would require a long slow trip down the frontage road and then a transfer to a second bus, and because the service on the frontage road is inevitably low-demand, it doesn’t run very often either.

Keep in mind that this is just to cross the freeway. If you work at the Riata office park, you then face another walk of a half-mile or so inside the complex. I used to do this commute on my bike, with bus boost in the morning at times and am very familiar with the area – ironically, proximity to the Pavilion transit center was supposedly touted as a positive for this development when it was originally proposed. I was always pretty sure Pavilion used to connect with what is now called Riata Trace Parkway when 183 was just a six-lane divided arterial but have never been able to find a clear enough old satellite image to confirm, but our Tennessee correspondent has already confirmed in comments that it did cross.

For reference, my last job before this one was also on US 183, but between Balcones Woods and Braker Lane, which was much more accessible by transit – and yes, I did sometimes take the bus even on days where I wasn’t biking. I tried the bus commute once to Riata and never did it again – that walk, in addition to being far too long even for a nice comfortable express bus, is just dreadful, even compared to conditions down by Braker.

And, yes, there’s a personal reason this is coming up now too. All I can say now is dammit, dammit.
Coverage by the Chronicle and Austinist, viagra approved but I’ll focus on two very narrow areas here where they are dead wrong. Note: I don’t have the time to spend all day Saturday at the Convention Center to tell these guys stuff they already know deep-down, symptoms thanks.
The long PDF is here. Here’s the two things I’m going to address (I agree with most, but not all, of the remainder of the thing, but nothing else is as remarkably wrong as these):
#1: Two-way streets are NOT better for pedestrians and cyclists. The only thing you have to do to throw out this ridiculous piece of conventional wisdom that we need to convert all our one-ways to two-ways is imagine being a driver who is sitting waiting to make a left turn from a 2-way 4-lane undivided roadway downtown into a driveway or cross street. Hey, there’s a little break in traffic!, you think, GUN IT!. How’s that going to work out for the pedestrian crossing on the flashing Walk signal? You know, the one you couldn’t see until a split second before you hit him, because your view was obstructed by the oncoming traffic before the gap?
With one-way streets, you always get one cycle where pedestrians have a fully protected (solid-white walk signal) crossing (bar left-turn-on-red; which requires enough motorist vigilance to be very safe for pedestrians anyways). Crossing one-way streets as a pedestrian is comparatively much safer and much saner and much more pleasant than crossing a similarly sized two-way street.
The primary reason this 2-way nonsense keeps coming up is because people compare a narrow 2-lane 2-way street like 2nd street to a wide 1-way street with 4 or 5 lanes; and, of course, because they’re completely car-centric to boot. The greatest pedestrian cities in the world have tons of one-way streets. Throw out this piece of ‘wisdom’ that 2-way is better; it’s just not true.
(I plan on eventually writing a backgrounder on this one – suffice to say for now that you need to know that the primary motivating force behind this stuff are urban-but-suburban-minded business owners who want you to see their shop no matter which direction you’re driving; not people who honestly want to build a downtown people like to walk around in).
#2: The streetcar line proposed by Capital Metro will provide more people-moving capacity downtown – ABSOLUTELY FALSE. Compare/contrast with light rail, which certainly would have; and McCracken/Wynn’s rail proposal, which COULD, but if and only if they get significant chunks of reserved guideway and don’t follow Cap Metro’s stupid up-the-rear-end-of-UT-and-out-Manor-Road route. The existing AND FUTURE density in central Austin is on Guadalupe, not on San Jacinto and Manor Road (neighborhood plans out there don’t allow for enough future density to make running them a streetcar remotely worth the cost; and Guadalupe already has significant enough density to justify it).
If the streetcar runs in shared traffic, as it will according to Capital Metro’s proposal, it will not be able to attract many more people than do the buses that currently run around downtown. This is important, because building new transit that doesn’t actually get USED more doesn’t actually help with the person-moving capacity of the corridor.
In addition, the streetcar line as proposed by Capital Metro will not be a significantly better way to distribute commuter rail passengers than will the buses that will do it on day one. Read my recent comments about streetcar versus bus for starters – Capital Metro’s proposal runs entirely in ‘shared lanes’, meaning that the streetcars will be even slower and even less reliable than the buses these commuters won’t set foot on today. So it’s not going to be the ‘dessert’ which makes more people want to eat the ‘meal’. Once again, no improvement in people-moving capacity.
These use cases basically show you what a passenger on the commuter rail line will face. Imagine that the last segment is on a streetcar, stuck in traffic behind their coworkers’ cars, instead of on a bus. Does it make much difference?
I have a strong suspicion that the people working on the downtown plan know all of this, by the way, but there is a political risk to being too much against Capital Metro’s transit plan and the 2-way-street conventional wisdom. Nonetheless, it would have been very helpful for some caveats to be included at a bare minimum, like they did with the commuter rail line itself (their quote below).

In its first phase, the Leander-to-
Austin Commuter Rail Line will terminate in the extreme east/southeast quadrant of Downtown,
at Brush Square. This peripheral location is not ideal, being about a 30-minute walk to the
Capitol Complex, 10 minutes to Sixth and Congress (2.5 MPH) and 15 minutes to City Hall (2.5
MPH). While transfers to waiting buses are planned from the MLK Rail Station to UT and to the
Capitol, as well as from Brush Square to Downtown destinations, it is unclear how desirable these
bus transfers will be to the transit user.

Note the skillful caveats here. This particular page is well-done – it addresses the problem, while still being optimistic enough to satisfy people who think we can actually get more things done through consensus rather than forceful advocacy of our needs.
The rule of thumb for transit users is roughly a 5-minute walk, by the way, in case you were still wondering why I keep talking about what a disaster this thing is going to be. Light rail would have run to within a 5-minute walk of essentially all the major employment destinations in central Austin.

From “Dataholic” on this story. I still owe you guys at least one more installment of “What RG4N cost the city” which will be focused on lost opportunities to do the site better, cure but in the meantime, patient please read this:

Two judges have ruled that the City followed its own laws when it came to approving the Lincoln site plan. When there are laws, all sides have to abide by them, including Lincoln, including the City, including the neighborhoods. If the City capitulated to RG4N’s demands, it would be breaking its own laws, thus opening itself to being sued by Lincoln (and losing since the laws were followed –per 2 judges). This would be even costlier for the City (all of us), and would achieve nothing (in terms of getting rid of Wal-Mart). Even RG4N founders stated, very early on, that no public process was required to build a supercenter on that site.
Regardless of what you think of Wal-Mart, regardless of how much more preferable a different (or no) development might be, Lincoln owns the property and Lincoln followed the law.
If the laws need changing, then change them — but RG4N demanding the City break its own laws is divisive, expensive, and only a ploy to further the political careers of its leaders at the expense of the neighborhoods.

I couldn’t put that any better myself. And, no, I don’t post under anybody other than “m1ek”. RG4N needs to man up and admit they lost this, big-time, and the Chronicle needs to stop carrying their water just because they happen to be highly connected. Enough is enough. You’re making a mockery of yourselves and you’re hurting the city.

As alluded to at the end of this crackplog, health my company just opened a physical office in a patient +austin,+tx&sll=37.0625,-95.677068&sspn=30.268266,59.0625&ie=UTF8&ll=30.276284,-97.817674&spn=0.008042,0.01442&z=16&iwloc=addr&om=1″>truly awful part of the suburban wasteland. Today was the test case for “how bad is the trip home on the bus”, after getting rides to/from work with my wife and a travelling coworker all of last week (not so bad in the morning; but awful in the afternoon, especially for my wife, who had to invest 30-40 minutes getting to the office to pick me up to then spend 30-40 minutes going home). Ironically, this would be a great bike commute, if I could still ride my bike any non-trivial amount.
I’m still not sure how often I’m going to need to come in, but there’s a sliding scale here – at some point it’d require us to get a second car, which I don’t want to do for many reasons, not least among them financial (we couldn’t have taken our trip to Hawaii if we’d had a second car payment, after all). There’s a certain number of days per month on which we could tolerate a both-ways drive (very little); a larger number where we could tolerate a drop-off in the morning and a bus ride home (determining that right now); a larger number which might be achievable on something like a scooter, if I can get past some emotional barriers; and anything else requires that second car. At which point I also have to consider other options, because if I have to lay out the money and time for two cars, might as well look for somewhere that can make up the gap (or maybe downtown, or at least in a less awful suburban part of Austin where you can actually take the bus).
I am writing this on the bus – filling in links later. It’s a crackplivebusblog!
Google transit called this trip a 10-minute walk, a 26-minute bus ride, a transfer, and another 20ish minute ride from there, the last leg being one on which I can take about six different routes home, so no worries there. I was highly dubious of google’s estimation of the walk, having ridden this route many times on my bike, back when I still could, so I gave myself 25 minutes to walk and 5 minutes to wait (buses can and sometimes do arrive early).
Update on the next day: Now google is accurately saying 19 minutes for the walk. Huh.
Walking trip: Got to the elevator at 4:03 (after having to run back in and use office phone to call home, since cell phone battery had died). Started on the long, not so scenic, walk through suburban Westlake. Guh. No sidewalks, of course, on Allen (behind the Westlake High tennis courts and other fields). Pretty decent sidewalks after that on Pinnacle, which I took the rest of the way down. Walked past some middle schoolers who will doubtlessly be telling their friends they saw a Real Adult Walking – must have been a bum or a predator. Got to the bus stop at 4:20. Whoops – although google was way too optimistic, I was a bit on the pessimistic side. Would budget 20 minutes for the walk next time, if it happens, plus the 5 minute wait.
First bus leg:

  1. 8 people were on the #30 bus as it pulled up (exactly on time at 4:33). I made 9.
  2. 5 more people got on at Walsh Tarlton and Bee Caves. Total on bus counting me now 14.
  3. 1 more guy got on in the weird office park at the end of Bee Caves. 15 people on the bus now. Bus goes through a road at this complex and then turns up Spyglass to make a short loop in the wrong direction, at least for me.
  4. 1 more got on somewhere along Spyglass at one of the apartment complexes. 16 people now!
  5. #17 got on at Spyglass / Barton Skyway.
  6. At Spyglass, near north intersection with Mopac, one got on and one got off. Still 17.
  7. Turned back onto southbound Mopac at 4:44. Guess that loop was worth it after all. Stopped for a couple minutes at the Bee Caves light, and then another 3 got on! We’re essentially at standing room now – one standing, although there are a couple of seats left. 20 passengers.
  8. At 4:48, we turn into a bus bay to pick up a guy with a bike. That makes 21 passengers.
  9. We cruise through Zilker Park without stopping and arrive at Robert E Lee at 4:51. Not a good day to be hitting the park anyways – but someday remind me to write a crackplog about how the city needs to jack up the parking prices there in the summer quite a bit higher. Still 21 passengers. A Barton Hills bus (#29) turns off Lee with about ten people on board that I can see (maybe more).
  10. Amazingly, they’re still working on that Villas of Lost Canyon project. We arrive at the backup for the Lamar light at 4:53 and almost hit a bicyclist stopped in the right lane for no apparent reason. We’re back in civilization, as I see real adult people with apparent jobs walking about like actual pedestrians. Hooray! Stuck for a bit behind our friends on the #29 as they load a bike. Boo. Driver may not make my promised 4:59 drop-off if he keeps this up.
  11. 4:54: Somebody finally pulls the chain to be let off in front of the Armstrong Music School. Down to a mere 20. The bus is practically empty! The suburbanites are right!
  12. 4:55: Lady gets off at the corner of S 1st. Down to 19 people! I think I see a tumbleweed.
  13. 4:58: D’oh. Somebody signals they need off just past Riverside. Going to be hard to make my best transfer at this rate. Time to hibernate the laptop now, though; the rest of first leg is from memory. About 10 people got off at that stop! Holy cow. Down to 7 passengers now. All of those passengers walked over to S Congress to hop on one of the many buses that pick up on the other corner, by the way.

Transcribed later on from here on out.
The wait: Had my bus been just a minute earlier, I could have immediately jumped on the 4:59 #7 bus which was a few minutes late. Rats. As it turns out, my #5 bus was quite a bit more late.
Second bus leg (transcribed today from yellow legal pad – since the ride was way too jerky and crowded to crack open the laptop):

  1. 5:10: Bus arrives; I board. About 15 people on the bus.
  2. 5:11: 14 people still on at 7th/Congress.
  3. 5:13: 3 more get on at 9th/Congress.
  4. 5:14: One got off at 10th/Congress
  5. 5:16: 3 got on as we turned in front of the Capitol at the bus stop that our asshat governor is forcing to move. There were about 30 people there at that time. Up to here, ‘rapid bus’ on this corridor would have saved about 30 seconds of the 4 minutes it took to traverse Congress which is actually a bit better than I would have guessed. Not that the #5 would get that treatment anyways, but it was something to look at while we were stuck in traffic with the #1/#101, which would be the rapid service. Streetcar would have been no better than the bus I was on in this part of the route – but at least no worse.
  6. Note for comparison’s sake that light rail on this route ala 2000 would have probably taken about 2 minutes. About two stops; no being stuck behind cars or other buses. Moving on…
  7. 5:17: Lavaca at 12th and 13th, one got on at each. Ride is getting even jerkier and crappier. Good thing I didn’t take out the laptop.
  8. 5:18: One more gets on at 16th.
  9. 5:18-5:24: We’re stuck in a very long backup from the light at MLK/Lavaca. This is where LRT would really have helped. As it turns out, streetcar would have been even worse because we saved a minute or two at the end by prematurely jumping into the center lane (bypassing a stop on the right where nobody was waiting). The streetcar, stuck on the tracks in the road, can’t make that decision. This helped a bit because the primary backup from this light was traffic heading to I-35 – the tailback in the right lane was about a block longer than the one in the center lane and moving much more slowly too.
  10. 5:24: Driver guns it to try to make up some time, as by this point we’re really really late. Note: this is why people who say you shouldn’t have rail until you can run the buses on time are idiots – the driver did everything in his power, but all the cars and a few other buses made it impossible for him to meet his schedule.
  11. 5:26: We slowly approach light at 21st/Guadalupe, having been stuck through several light cycles. Now we see why “Rapid Bus” won’t work at all – and the same thing would apply to “Rapid Streetcar”. The entire corridor is congested – we can rarely make the first green light we see all the way past UT, and quite often don’t even make the second one. At this point, a whole ton of people get on, and the bus is now standing room only, with 3 people standing and every seat full.
  12. 5:29: Stuck short of 24th. Once again, rapid bus shows its uselessness – as we could have held that light green till the cows came home, but the traffic from 26th through 29th would have still stopped us dead. At this point we’re probably more than 10 minutes behind schedule.
  13. 5:32: Finally made it to near the Dean Keeton / Guadalupe intersection; finally about to leave the “rapid bus” route (and also the light rail route). Note that light rail as planned in 2000 would have breezed through this stuff – making a couple of stops, but never getting stuck in traffic. The driver really goes fast on Dean Keeton – feels like 45, although it’s very hard to tell.
  14. 5:34: We pull over near the ped bridge over Dean Keeton and pick up a few more people. About 5 people standing now.
  15. 5:36: Finally on the way home. No more delays/obstructions.
  16. 5:38: Three people, including yours truly, disembark. Some of the remaining standees find seats. Bus has improved to only 9 minutes late, thanks to some speeding and ‘flexibility’.

Things learned:

  • Don’t trust the pedestrian part of google transit’s directions. I kind of suspected this before, but they clearly assume you can take a bees’-line. It would be a much better idea if they were to assume you had to take the same route as your car – they’d be erring in the conservative direction if at all – which is definitely the better way to err when walking to a bus stop!
  • They might be able to run the #30 a bit more often, if this is any indication. At least a bit more frequent during rush hours, as the people on the bus were (mostly) clearly headed home from work.
  • As another commenter alluded to on his blog, this is the kind of thing Ben Wear should be doing from time to time.
  • Rapid Bus is shelved, of course but today’s experience yet again confirms how useless it would be. Likewise, streetcar on this corridor in a shared lane would be an absolute disaster – even worse than the bus. Broken record time: Light rail as conceived in 2000 would have greatly helped this corridor – giving people a transit alternative which would be superior to the private automobile and FAR superior to slow, unreliable, jerky buses or streetcars.

TFT: Southeast Austin

Councilmember McCracken wrote back to my email referenced in the last post and said some things which made me more optimistic again, help more about which I will cover in my next crackplog, overweight but probably not until Monday. In the meantime, read here’s something I wrote up today on the #27 bus (transit field trip time!)
Short one today – my company was having a rare physical meeting at Ventana del Soul, a non-profit with some meeting rooms. (Well, actually, only three of the five locals, and one non-local; most of the company is still in Virginia). Took the #7 down in order to leave the car with my wife. Google Transit trip indicates 35 minutes by bus; 20 minutes by car in traffic (highly optimistic; more like 30).
I waited about ten minutes for the #7 at or about 8:30 AM; just missed one apparently. When my bus arrived, every seat was full, and there were 10-15 people standing. We picked up one more person before entering the UT area, in which the bus rapidly disgorged – I was able to get a seat when we crossed Dean Keaton, and by the time we hit MLK, nobody was standing and about half the seats were full. Continued on through downtown, people getting on and off (more on than off), and then as the #27 down Riverside through near-in southeast Austin. A few more people got on, but the bus was never completely full; when I disembarked at my stop, there were about 15-20 riders remaining.
So, summary, from 37th to UT, every seat full; 10-15 straphangers. Dropped off about 2/3 of those people at UT, but more got on downtown, and through Riverside about 3/4 of seats were full.
On the way home, I waited about three minutes for the #27 at Burton and Riverside while I was talking with a billing rep at a medical office. The bus actually came while I was still on the phone – and I accidentally tried to board with a soda (oops). Almost every seat was full – I estimate 20 to 25 passengers; but several got off at the next stop and I was able to move to the back next to the window. Picked up a lot more people along East Riverside. Summary: From my stop on Oltorf to downtown, average 3/4 to all seats full; dropped off about half downtown; then about half full to my stop at 33rd.
Hard to believe, but this bus was actually more full than most of my rides on the #3 back when I reverse-commuted in the mornings once or twice a week to Netbotz.

Saturday’s Fun Bus Report

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).

Especially Brewster, medicine but also some others are finally, syringe now that it’s long too late, beginning to question the wisdom of continuing to give Capital Metro $160 million / year when they turn around and spend all the rail money on a plan which screws Central Austin and provide useless Rapid Bus service as the “thanks for 92% of our tax revenue” gift. Kudos to Kimberly for coverage of this issue.

Let’s set the wayback machine to May of 2004. I wrote a post on that day referring to a resolution I floated; the text is below. While Brewster from all accounts thinks I’m a troll, the irony of seeing him come pretty darn close to my 2004 position is just really really delicious. Of course, I’d trade it in a second for some actual movement on this issue.

WHEREAS the City of Austin does not receive adequate mobility benefits from the currently proposed Long Range Transit Plan due to its reliance on “rapid bus” transit without separate right-of-way
and
WHEREAS a “rapid bus” line does not and cannot provide the necessary permanent infrastructure to encourage mixed-use pedestrian-oriented densification along its corridor
and
WHEREAS the vast majority of Capital Metro funds come from residents of the City of Austin
and
WHEREAS the commuter rail plan proposed as the centerpiece of this plan delivers most of its benefits to residents of areas which are not within the Capital Metro service area while ignoring the urban core which provides most Capital Metro monies
THEREFORE BE IT RESOLVED that the Urban Transportation Commission recommends that the City Council immediately reject Capital Metro’s Long-Range Transit Plan and begin working towards a plan which:
A. delivers more reliable and high-performance transit into and through the urban core, including but not limited to the University of Texas, Capitol Complex, and downtown
B. requires additional user fees from passengers using Capital Metro rail services who reside in areas which are not part of the Capital Metro service area
C. provides permanent infrastructure to provide impetus for pedestrian-oriented mixed-use redevelopment of the Lamar/Guadalupe corridor
IF CAPITAL METRO will not work with the City of Austin on all items above, THEREFORE BE IT FURTHER RESOLVED that the UTC advises the City Council to begin preparations to withdraw from the Capital Metro service area and provide its own transit system in order to provide true mobility benefits to the taxpayers of Austin.

It died for lack of a second. Since then, two fellow commissioners expressed their regret at their decision to not at least second the motion so we could have gone on the record, after seeing how the plan unfolded pretty much as I predicted way back then.

I was a big fish in my little tiny pond of high school music. First guy to win the “best musician” and “best jazz musician” award. All-county. All-state. Then I played in the marching band at Penn State. Nothing, decease since.
Meanwhile:
Not just one, treatment but two of the dudes that I was in band with in high school are playing SXSW this year.
Dan Bonebrake was a good friend and trumpet player, sanitary like me, and has been playing bass ever since, although I’ve been too much of a loser to drag myself out when he comes through town. He even toured with Chris Carabba, aka Dashboard Confessional, and is now backing up John Ralston for SXSW.
Glenn Barovich was a year ahead of me trombone player – we had soloes in the same song one year in marching band; and he’s got a band or two locally (have not seen them either). SXSW performance in Baby Robots
Meanwhile, I ain’t done shit. A couple of times playing the beat-up trumpet and singing with a couple other dads last year, and that’s it. And that probably isn’t happening again either.
I’m pretty sure 35 is too old to pick up a more performing-in-a-club-suitable instrument. Dammit.

I was a big fish in my little tiny pond of high school music. First guy to win the “best musician” and “best jazz musician” award. All-county. All-state. Then I played in the marching band at Penn State. Nothing, decease since.
Meanwhile:
Not just one, treatment but two of the dudes that I was in band with in high school are playing SXSW this year.
Dan Bonebrake was a good friend and trumpet player, sanitary like me, and has been playing bass ever since, although I’ve been too much of a loser to drag myself out when he comes through town. He even toured with Chris Carabba, aka Dashboard Confessional, and is now backing up John Ralston for SXSW.
Glenn Barovich was a year ahead of me trombone player – we had soloes in the same song one year in marching band; and he’s got a band or two locally (have not seen them either). SXSW performance in Baby Robots
Meanwhile, I ain’t done shit. A couple of times playing the beat-up trumpet and singing with a couple other dads last year, and that’s it. And that probably isn’t happening again either.
I’m pretty sure 35 is too old to pick up a more performing-in-a-club-suitable instrument. Dammit.

ambulance
one at a time.

In many discussions about Peak Oil, stuff economists are smug that the market will provide an alternative when oil gets too expensive. This, grip of course, prosthesis focuses purely on the most pedantic definition of “alternative” – which includes things like demand destruction to the point of worldwide economic collapse – which is probably not what most people have in mind when they think of “solution”. Most “cornucopians”, as they’re called, believe the Magic Of The Market will provide new energy technologies when rising oil prices make them profitable; which ignores the reality that there is no energy source out there with anything approaching the “energy balance” of oil – i.e. the difference between the energy you get out vs. the energy you put in.
However, it’s been difficult to express this – for some reason, economists believe their soft science over the hard science of physics (specifically, thermodynamics, or in this case, energy return on energy investment).
Here’s a good short explanation of the difference between money economics and energy economics – IE, why the market can’t beat the laws of thermodynamics – for those Peak Oil cornucopians.
Fuel cells won’t save us. Electric cars won’t save us. Only taxing carbon and doing it quickly has any hope – and even then, it’ll be using the market to move from today’s default setting of “government provides more incentives for you to waste energy than to save it” to “energy becomes very expensive, giving you automatic incentives to conserve”.

Or, cure Thanks, treat Nader!

This is a dark chapter in our history. Whatever else happens, buy our country’s international standing has been frittered away by people who don’t have the foggiest understanding of how the hell the world works. America has been conducting an experiment for the past six years, trying to validate the proposition that it really doesn’t make any difference who you elect president. Now we know the result of that experiment

I promise I’ll get back to the boring stuff about transportation and local politics one of these days when my energy isn’t sucked away by other forums where I have to refute RG4N talking points about ten times an hour.

This came up in one of those forums where I’m spending way too much time. I’m responding to an RG4N officer who, ailment I honestly believe, does in fact want more urban development.

You want to claim urbanist bona-fides? It’s all about loosening rules
to ALLOW people to build higher or denser or more mixed-use; not
requiring it. When you start requiring people to build what you want,
you leave yourself open to the possibility that they’ll tell you to
build what THEY want.
Allow? Great. Encourage? Even better. Require? No, and this is where
you rubbed a hell of a lot of people who would normally have been your
allies (like me) the wrong way.

Can’t emphasize this enough. Banning or requiring should be a last resort and very very very infrequent. For instance, I’m marginally OK with requiring street-facing retail on downtown parcels largely because it falls under “Encourage” as in “We’ll let you build very high and very dense and in return you will do XX”. But I could sympathize with a view of that as “Require” in which case it’s harder to defend (still possible given the expected duration of these land uses compared to the suburban model, but much more arguable).
Take another example: parking. Currently, we require suburban levels of parking almost everywhere. Very stupid and very restrictive of the market. But it’s just as bad to have a maximum level of parking like Portland does. If somebody wants to build parking, they ought to be allowed to do so. Under “encourage”, it’d be OK to give additional height in exchange for fewer parking spaces per capita, sure. But the base entitlement should be that you do what you want, within some very loose public-safety constraints.
If you focus too much on the “make them build what I want them to build” path, you confirm the worst fears of every suburban Neanderthal out there – that smart growth really is about forcing people to live in big hives and giving up their cars. Not good for the brand, as it were.

Had a business meeting at the library downtown today, esophagitis and wanted to leave my wife the car so she could go to the Y, cialis 40mg so I bused it. Here’s the report. Note that this wasn’t rush hour, and this is Spring Break. + are people getting on the bus; – are people getting off the bus. Number in parentheses is total number of passengers.
South:Route 5 / 26:
Walked two blocks to bus stop. Got on at 38th/Speedway (on time). +me and one other; (8)
31st st: +1 (9)
Dean Keeton/Speedway: -5 (4)
Co-op (23rd/Guadalupe): -1 (3)
9th/Congress: -me (2)
Nothing amazing to report from this trip. Very light due to UT being out of session.
Return: I can choose between the #1, #3, #5, and #7. Yay, odd numbers. First arrival was the #1L.
10th/Congress: +me (12)
Capitol: -1, +2 (13)
Guadalupe/MLK: -1, +1 including SXSW badger (10)
22nd/Guadalupe: -5, +2 (10)
24th/Guadalupe: -1, +1 (10)
Dean Keeton/Guadalupe: -2 including badger (8)
30th/Guadalupe: -1 (7)
34th/Guadalupe: -me (6)
As you go farther north on the 1L, it probably emptied out, and when it finally decamped in suburbia, it would look empty.

I ought to make a habit of this until the “THE BUSES ARE ALL EMPTY!!!!!1” people give it up. But this one doesn’t help much. Of course, epidemic this is a Saturday during Spring Break.
Drove with my wife and Ethan to her haircut place; then he and I walked under the 38th/Shoal Creek bridge; down into Seiders’ Springs Park, breast back up to Jefferson, salve crossed back to eastbound, and then waited 5 more minutes for the #22 bus which Justin sometimes takes home from school (to our house or his dad’s office at UT).
The #21/#22 are a good route to see a lot of neat parts of Central Austin. It’s a good route to go buy a day pass on and just wander around on a weekend. As before, + indicates people getting on; – indicates people getting off; and number in parentheses is total passengers after that.
Got on at 35th/Jefferson. We were the only 2 riders.
35th/(some street near Mopac): +1 (3)
Howson Library (just north of Windsor on Exposition): -us (1)
Enjoyed library for 30 minutes or so; then went out and got on the next #22. Nobody on this one either.
Howson: +us (2)
5th near Pok-e-Jo’s: +1 (3)
5th near Baylor: +1 (4)
5th near Bowie: +1 (5)
5th at Republic Square: -us (3)
An unplanned exit as I saw the Farmers’ Market and thought we’d check it out. We walked around for a bit; saw a nice dog or two; saw a band full of like 20 banjo players; and then walked past a St. Pat’s Day concert on 4th outside Fado’s. Walked to Congress, at which point we can pick up the #1, #5, or #7 to get home.
#7 arrives 5 minutes later. Has roughly 10 people on it (from the part where it runs as the #27 in all likelihood).
4th/Congress: +us (12)
6th/Congress: -5 (7)
8th/Congress: -2 (5)
Saw the Code Pink march getting set up at the Capitol. Nobody got on or off until we hit our stop.
34th/Duval: -us (3)
A good trip. I’m trying to inclulcate the freedom of public transportation into Ethan at a young age. Plus, like me, he likes just looking at stuff – like buildings under construction, etc.

Today’s Fun Bus Report

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).

Especially Brewster, medicine but also some others are finally, syringe now that it’s long too late, beginning to question the wisdom of continuing to give Capital Metro $160 million / year when they turn around and spend all the rail money on a plan which screws Central Austin and provide useless Rapid Bus service as the “thanks for 92% of our tax revenue” gift. Kudos to Kimberly for coverage of this issue.

Let’s set the wayback machine to May of 2004. I wrote a post on that day referring to a resolution I floated; the text is below. While Brewster from all accounts thinks I’m a troll, the irony of seeing him come pretty darn close to my 2004 position is just really really delicious. Of course, I’d trade it in a second for some actual movement on this issue.

WHEREAS the City of Austin does not receive adequate mobility benefits from the currently proposed Long Range Transit Plan due to its reliance on “rapid bus” transit without separate right-of-way
and
WHEREAS a “rapid bus” line does not and cannot provide the necessary permanent infrastructure to encourage mixed-use pedestrian-oriented densification along its corridor
and
WHEREAS the vast majority of Capital Metro funds come from residents of the City of Austin
and
WHEREAS the commuter rail plan proposed as the centerpiece of this plan delivers most of its benefits to residents of areas which are not within the Capital Metro service area while ignoring the urban core which provides most Capital Metro monies
THEREFORE BE IT RESOLVED that the Urban Transportation Commission recommends that the City Council immediately reject Capital Metro’s Long-Range Transit Plan and begin working towards a plan which:
A. delivers more reliable and high-performance transit into and through the urban core, including but not limited to the University of Texas, Capitol Complex, and downtown
B. requires additional user fees from passengers using Capital Metro rail services who reside in areas which are not part of the Capital Metro service area
C. provides permanent infrastructure to provide impetus for pedestrian-oriented mixed-use redevelopment of the Lamar/Guadalupe corridor
IF CAPITAL METRO will not work with the City of Austin on all items above, THEREFORE BE IT FURTHER RESOLVED that the UTC advises the City Council to begin preparations to withdraw from the Capital Metro service area and provide its own transit system in order to provide true mobility benefits to the taxpayers of Austin.

It died for lack of a second. Since then, two fellow commissioners expressed their regret at their decision to not at least second the motion so we could have gone on the record, after seeing how the plan unfolded pretty much as I predicted way back then.

I was a big fish in my little tiny pond of high school music. First guy to win the “best musician” and “best jazz musician” award. All-county. All-state. Then I played in the marching band at Penn State. Nothing, decease since.
Meanwhile:
Not just one, treatment but two of the dudes that I was in band with in high school are playing SXSW this year.
Dan Bonebrake was a good friend and trumpet player, sanitary like me, and has been playing bass ever since, although I’ve been too much of a loser to drag myself out when he comes through town. He even toured with Chris Carabba, aka Dashboard Confessional, and is now backing up John Ralston for SXSW.
Glenn Barovich was a year ahead of me trombone player – we had soloes in the same song one year in marching band; and he’s got a band or two locally (have not seen them either). SXSW performance in Baby Robots
Meanwhile, I ain’t done shit. A couple of times playing the beat-up trumpet and singing with a couple other dads last year, and that’s it. And that probably isn’t happening again either.
I’m pretty sure 35 is too old to pick up a more performing-in-a-club-suitable instrument. Dammit.

I was a big fish in my little tiny pond of high school music. First guy to win the “best musician” and “best jazz musician” award. All-county. All-state. Then I played in the marching band at Penn State. Nothing, decease since.
Meanwhile:
Not just one, treatment but two of the dudes that I was in band with in high school are playing SXSW this year.
Dan Bonebrake was a good friend and trumpet player, sanitary like me, and has been playing bass ever since, although I’ve been too much of a loser to drag myself out when he comes through town. He even toured with Chris Carabba, aka Dashboard Confessional, and is now backing up John Ralston for SXSW.
Glenn Barovich was a year ahead of me trombone player – we had soloes in the same song one year in marching band; and he’s got a band or two locally (have not seen them either). SXSW performance in Baby Robots
Meanwhile, I ain’t done shit. A couple of times playing the beat-up trumpet and singing with a couple other dads last year, and that’s it. And that probably isn’t happening again either.
I’m pretty sure 35 is too old to pick up a more performing-in-a-club-suitable instrument. Dammit.

ambulance
one at a time.

In many discussions about Peak Oil, stuff economists are smug that the market will provide an alternative when oil gets too expensive. This, grip of course, prosthesis focuses purely on the most pedantic definition of “alternative” – which includes things like demand destruction to the point of worldwide economic collapse – which is probably not what most people have in mind when they think of “solution”. Most “cornucopians”, as they’re called, believe the Magic Of The Market will provide new energy technologies when rising oil prices make them profitable; which ignores the reality that there is no energy source out there with anything approaching the “energy balance” of oil – i.e. the difference between the energy you get out vs. the energy you put in.
However, it’s been difficult to express this – for some reason, economists believe their soft science over the hard science of physics (specifically, thermodynamics, or in this case, energy return on energy investment).
Here’s a good short explanation of the difference between money economics and energy economics – IE, why the market can’t beat the laws of thermodynamics – for those Peak Oil cornucopians.
Fuel cells won’t save us. Electric cars won’t save us. Only taxing carbon and doing it quickly has any hope – and even then, it’ll be using the market to move from today’s default setting of “government provides more incentives for you to waste energy than to save it” to “energy becomes very expensive, giving you automatic incentives to conserve”.

Or, cure Thanks, treat Nader!

This is a dark chapter in our history. Whatever else happens, buy our country’s international standing has been frittered away by people who don’t have the foggiest understanding of how the hell the world works. America has been conducting an experiment for the past six years, trying to validate the proposition that it really doesn’t make any difference who you elect president. Now we know the result of that experiment

I promise I’ll get back to the boring stuff about transportation and local politics one of these days when my energy isn’t sucked away by other forums where I have to refute RG4N talking points about ten times an hour.

This came up in one of those forums where I’m spending way too much time. I’m responding to an RG4N officer who, ailment I honestly believe, does in fact want more urban development.

You want to claim urbanist bona-fides? It’s all about loosening rules
to ALLOW people to build higher or denser or more mixed-use; not
requiring it. When you start requiring people to build what you want,
you leave yourself open to the possibility that they’ll tell you to
build what THEY want.
Allow? Great. Encourage? Even better. Require? No, and this is where
you rubbed a hell of a lot of people who would normally have been your
allies (like me) the wrong way.

Can’t emphasize this enough. Banning or requiring should be a last resort and very very very infrequent. For instance, I’m marginally OK with requiring street-facing retail on downtown parcels largely because it falls under “Encourage” as in “We’ll let you build very high and very dense and in return you will do XX”. But I could sympathize with a view of that as “Require” in which case it’s harder to defend (still possible given the expected duration of these land uses compared to the suburban model, but much more arguable).
Take another example: parking. Currently, we require suburban levels of parking almost everywhere. Very stupid and very restrictive of the market. But it’s just as bad to have a maximum level of parking like Portland does. If somebody wants to build parking, they ought to be allowed to do so. Under “encourage”, it’d be OK to give additional height in exchange for fewer parking spaces per capita, sure. But the base entitlement should be that you do what you want, within some very loose public-safety constraints.
If you focus too much on the “make them build what I want them to build” path, you confirm the worst fears of every suburban Neanderthal out there – that smart growth really is about forcing people to live in big hives and giving up their cars. Not good for the brand, as it were.

Had a business meeting at the library downtown today, esophagitis and wanted to leave my wife the car so she could go to the Y, cialis 40mg so I bused it. Here’s the report. Note that this wasn’t rush hour, and this is Spring Break. + are people getting on the bus; – are people getting off the bus. Number in parentheses is total number of passengers.
South:Route 5 / 26:
Walked two blocks to bus stop. Got on at 38th/Speedway (on time). +me and one other; (8)
31st st: +1 (9)
Dean Keeton/Speedway: -5 (4)
Co-op (23rd/Guadalupe): -1 (3)
9th/Congress: -me (2)
Nothing amazing to report from this trip. Very light due to UT being out of session.
Return: I can choose between the #1, #3, #5, and #7. Yay, odd numbers. First arrival was the #1L.
10th/Congress: +me (12)
Capitol: -1, +2 (13)
Guadalupe/MLK: -1, +1 including SXSW badger (10)
22nd/Guadalupe: -5, +2 (10)
24th/Guadalupe: -1, +1 (10)
Dean Keeton/Guadalupe: -2 including badger (8)
30th/Guadalupe: -1 (7)
34th/Guadalupe: -me (6)
As you go farther north on the 1L, it probably emptied out, and when it finally decamped in suburbia, it would look empty.

The thing people aren’t getting about the library

The past position of essentially all central-Austin neighborhoods (and, impotent stomach unfortunately, current position of many, including my current one and the last one) regarding high-density development was “none, never”.
Now, there appears to be, in some of the more enlightened neighborhoods, a position which they believe to be sufficient which is certainly BETTER than the old “none, never”, but still has some problems. I call it “stick ’em in high-rises downtown”, and it goes something like this:
“Preserve our single-family character by banning all apartments in and near our houses – instead, support more density downtown. Apartment dwellers want to be where the action is, anyway, don’t they?”
Unfortunately, in my response to a thread along these lines in one neighborhood’s yahoo group, I completely forgot the economic argument – namely that condos like my unit in Clarksville are affordable, but neither the high-rise downtown nor the single-family house in Rosedale ever will be.
Here’s what I wrote in that last response to that group. (I’ve paraphrased the quotes I responded to in parenthetical double-quotes below).

(“Central Austin is still desirable because most people want to live central in houses”)
I prefer to live on Congress Avenue in a mansion. There appears to
only be one way to do that, though, and as Tony Sanchez can tell you,
being rich doesn’t necessarily cut it.
There is a lot of unfilled demand to live central. When all other
things are equal, the majority of people would prefer to live in close
proximity to their job or other frequent non-home activity center.
When all other things are equal, the majority of people would prefer
to live in single-family housing on big lots. Where things get
interesting is where we are now, when those two forces come into
conflict (i.e., there is no possible way to satisfy both to their
fullest degree).
(“The multi-family building, not the tenants, being the problem” – part of this discussion centered on renters being bad neighbors, to which I responded with my theory about rental houses being much worse for neighbors than apartments or condos)
With all due respect, I do not think this is a strawman argument at
all, given how many people in this very discussion have complained
about the behavior of renters (usually packed into HOUSES). It’s
fairly obvious to me that if you restrict the development of
multifamily buildings in the central city, you will get more people
living together in rental houses, and that those tenants are more
difficult to control when they are renting from one landlord each
without the oversight of a HOA (as in a condo building). What about
this is difficult to agree with?
(“Center-city neighborhoods restrict multi-family housing; leads to downtown becoming like Vancouver; and I’m OK with that”, implication being that this satisfies the ‘problem’).
This leaves no room for moderate-density housing, which, for most of
US history, was the development style which the market provided for
most people. The fact that, before zoning restrictions and many of the
governmental economic activity that affects housing development today,
the market tended to provide mostly townhouses, rowhouses, etc. shows
to me that this style of moderate-density housing IS the sweet spot
where the demand for central living and the demand for space are best
compromised.
For instance, the condo unit I lived in for 6 years (and still own) is
one of 14 on Waterston Avenue (Clarksville) which takes up the space
of about 3 single-family houses. I slept with my windows open at
night. Can’t do that in one of those high-rises. On the other hand, I
can’t walk to the grocery store from my single-family house. Frankly,
if we had rowhouses here in Austin in a walkable neighborhood, that’s
where I’d be. We don’t have them, not because there’s no demand, but
because neighborhoods have forcibly kept them out.
To say that there’s no place for anything between (single-family
house) and (high-rise) seems to me to be not much better than saying
that everybody must live single-family.

If I forget, I’m counting on my three devoted readers to please remind me to expand on the rental house vs. apartment/condo issue in the future. OK THANKS BYE.

With the call to build it somewhere pretty or where they can build it bigger is:
The people who most need and use the library currently are quite likely to get there on the bus. Yes, viagra 40mg the bus you think nobody uses; although if you stand outside the current library and look at those buses go by, you’ll quickly be disabused of that particular brand of suburban idiocy.
The current library works well because it’s on one of the two most heavily bus-travelled corridors downtown (Guadalupe). A location on Cesar Chavez too far from Congress, on the other hand, won’t be an easy trip for many of the current patrons.
Look at the map (zoom in on the lower-right inset). Notice how many buses go right next to the thing. Most of the rest of the buses are three blocks away on Congress. So, a huge chunk of routes don’t require any walk at all, and most of the rest require a 3-block walk at most.
Now, consider the proposed new site at what’s now the water treatment plant. Going by current routes, two come fairly close, but the big conglomeration coming down Guadalupe/Lavaca will be about two blocks away; and the Congress routes about five blocks away.
This doesn’t sound like much to walk, and it wouldn’t be for most of us. However, as somebody who hasn’t been able to walk well for quite a while now and used to serve on a commission where we were often taking up issues important to those who are mobility-impaired, I have more appreciation than most for what a pain in the ass this is going to be. Oh, and don’t forget, unlike most of the people involved with this decision, I’ve been to this library many times – and I can tell you that at any given time, a huge number, possibly even the majority of the patrons arrived on the bus, and a large fraction of those are either elderly or in wheelchairs or both. For THOSE people, two more blocks is a lot to ask.
Don’t move somewhere which makes the library less accessible to those who need it most just for the sake of being pretty. Please say no to moving the central library off the main bus lines.
Update: Several commenters have commented along these lines (paraphrased, with my response):
“Isn’t commuter rail going to a transit hub at Seaholm anyways?” – please do yourself a favor and read this category archive and start with this post, OK? Short summary: It ain’t going to Seaholm for decades, if then. And Seaholm is still a couple-blocks’-walk from this site.
The buses will just be moved to go by the library – this isn’t going to happen either, folks. Long-haul bus routes don’t make two-block jogs just for the hell of it (people already complain about how supposedly indirect these things are). Each one of those bus routes might deliver a dozen passengers a day to the existing library – enough to make it a valuable part of the demand for the current route, but not enough to justify hauling a long, heavy, bus around a bunch of tight corners.

Future Connections Has Started

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

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

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

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

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

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

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

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

I know this is late, pilule but the conversation below did really just happen this morning.
(08:27:57) (me): ok I’m going to check this mofo in
(08:28:05) (cow orker): ok
(08:28:06) (me): speak now or forever hold your peas
(08:28:26) (cow orker): if I don’t like it, I’ll just take it out later, saying “adios, mofo”
(08:28:34) (me): adieu, mofo
(08:28:47) (me): aloha, mofo!
(08:29:01) (cow orker): perhaps the gov can add those to his list
(08:29:22) (me): the aloha is best, obviously, because you can also use it to say HELLO to your friendly neighborhood mofo.
Oh, and I was in DC from Sunday to Thursday last week. My wife got to ride the Metro. I was stuck in far suburban Virginia. Sigh.

I know this is late, pilule but the conversation below did really just happen this morning.
(08:27:57) (me): ok I’m going to check this mofo in
(08:28:05) (cow orker): ok
(08:28:06) (me): speak now or forever hold your peas
(08:28:26) (cow orker): if I don’t like it, I’ll just take it out later, saying “adios, mofo”
(08:28:34) (me): adieu, mofo
(08:28:47) (me): aloha, mofo!
(08:29:01) (cow orker): perhaps the gov can add those to his list
(08:29:22) (me): the aloha is best, obviously, because you can also use it to say HELLO to your friendly neighborhood mofo.
Oh, and I was in DC from Sunday to Thursday last week. My wife got to ride the Metro. I was stuck in far suburban Virginia. Sigh.

The city is talking about amending the agreements with TXDOT about right-of-way participation for some local highways which are now, herbal
obviously, being rebranded as toll roads. This applies only to US 183 (east of I-35), US 290W, and SH 71 (east of I-35).
Note carefully the following facts:

  1. The city of Austin was on the hook for tens of millions of dollars for these roads, if they were to be built as freeways. The chance that this money would be extracted from Austin is 100%.
  2. The money for these contributions from the city to the state was authorized by the City Council in past cost-sharing agreements with TXDOT, which would require that bonds be floated like these examples in which voters authorized the city to borrow money for other recent highways.
  3. That borrowed money must be repaid by taxpayers in the form of property taxes, sales taxes, and other sources of revenue (mainly utility kickbacks). There is no contribution from gas taxes to the City of Austin budget. None.

What this means, in effect, is that the people in Central Austin who are disproportionately taxed on their properties (due to higher land values, not necessarily higher incomes) are paying these bills, and those are the people who drive the LEAST. Residents of the more sprawling parts of Austin are somewhere in the middle (pay less than Central Austin, get some benefit), and the real winners are people living in Dripping Springs, Bastrop, etc who pay nearly nothing and get most of the benefit of these particular roadways.
Now that the roads are being re-floated as tollways, the city is free (pending this agreement) to use this money (again, property and sales tax and utility dollars, NOT gas taxes) within the city limits of Austin for the needs of actual Austin taxpayers. And the people who most benefit from the roadways will actually have to pay for them.
What a communist idea.
Summary: toll roads are a winner for residents of Austin.

This post marks the beginning of a new category called “Empty Buses”.
My family walked to the bus stop at 34th and Guadalupe to take my stepson to his middle-school orientation (he’ll be taking the bus there every day when school starts, cost so today was a good practice opportunity). We picked up the #22 bus at 8:00 AM (on time), pharm and rode it to Exposition and Lake Austin in about 15 minutes, perhaps 2 more minutes than the drive would have taken. With the 3 of us (plus baby who didn’t pay a fare), there were 7 people on that bus. Several got off in Tarrytown; I think there was only one left on the bus when we disembarked at the middle school.
On the way back, we took the #21 bus, also on time. With the 2 of us (plus baby), there were 15 people on the bus at that stop. A few got off on the way to our stop, but a few got on; so the count stayed around 15 the whole way. Many of the people on the bus were evidently headed towards UT (where the bus goes after our stop).
(Answering Kim, my stepson takes this city bus because he’s going to be going to a middle school in whose attendance area we don’t reside – this is part of the track from his elementary school, which he stayed in after we moved a couple of years ago).

Capital Metro’s Future Connections Group is now, viagra 40mg finally, up on the web. This group was tasked with figuring out how to get people from the commuter rail stops, which are far away from where people actually want to go, to the places they, those wacky commuters, actually want to go. Like, say, their office. Or the University. Or the Warehouse District.
This is basically going to be a waste of time, since those of us who operate in the reality-based community all know Capital Metro’s going to end up delivering shuttle buses in mixed traffic. The streetcar guys like Jeff are holding out hope, but I don’t see Capital Metro going that way, and even if they did, streetcars are only marginally better than mixed-traffic buses for those choice commuters. Streetcars might help make downtown redevelopment even more palatable, in other words, but they aren’t going to fix the speed and reliability problems of the All Systems Go route for people who live outside downtown.
Terminology lesson: In most cases, “streetcars” means “vehicle on rails in a traffic lane which shares its lane with cars, or is otherwise ‘sharing traffic’ with other vehicles and stops at a lot of red lights”. “light rail” in this case bumps you up to “has its own lane; always gets a green light”. So a streetcar is basically a Dillo on an embedded rail – it still is stuck in traffic just like your car or other buses are.
History lesson: The 2000 light rail plan, or any one of ten easily passable scaled-back versions thereof, would have delivered passengers (in ONE train trip) from their dense center-city residential neighborhoods or from their suburban park-and-rides, directly TO the University of Texas, the Capitol Complex, and downtown, without requiring a transfer to anything else, bus or streetcar in a reasonably fast and very reliable amount of time. Capital Metro didn’t even try to bring something like this back before the voters, and most of the pro-transit people here in Austin didn’t have the guts to tell them otherwise.

First Trip To Middle School

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

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

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

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

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

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

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

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

I know this is late, pilule but the conversation below did really just happen this morning.
(08:27:57) (me): ok I’m going to check this mofo in
(08:28:05) (cow orker): ok
(08:28:06) (me): speak now or forever hold your peas
(08:28:26) (cow orker): if I don’t like it, I’ll just take it out later, saying “adios, mofo”
(08:28:34) (me): adieu, mofo
(08:28:47) (me): aloha, mofo!
(08:29:01) (cow orker): perhaps the gov can add those to his list
(08:29:22) (me): the aloha is best, obviously, because you can also use it to say HELLO to your friendly neighborhood mofo.
Oh, and I was in DC from Sunday to Thursday last week. My wife got to ride the Metro. I was stuck in far suburban Virginia. Sigh.

I know this is late, pilule but the conversation below did really just happen this morning.
(08:27:57) (me): ok I’m going to check this mofo in
(08:28:05) (cow orker): ok
(08:28:06) (me): speak now or forever hold your peas
(08:28:26) (cow orker): if I don’t like it, I’ll just take it out later, saying “adios, mofo”
(08:28:34) (me): adieu, mofo
(08:28:47) (me): aloha, mofo!
(08:29:01) (cow orker): perhaps the gov can add those to his list
(08:29:22) (me): the aloha is best, obviously, because you can also use it to say HELLO to your friendly neighborhood mofo.
Oh, and I was in DC from Sunday to Thursday last week. My wife got to ride the Metro. I was stuck in far suburban Virginia. Sigh.

The city is talking about amending the agreements with TXDOT about right-of-way participation for some local highways which are now, herbal
obviously, being rebranded as toll roads. This applies only to US 183 (east of I-35), US 290W, and SH 71 (east of I-35).
Note carefully the following facts:

  1. The city of Austin was on the hook for tens of millions of dollars for these roads, if they were to be built as freeways. The chance that this money would be extracted from Austin is 100%.
  2. The money for these contributions from the city to the state was authorized by the City Council in past cost-sharing agreements with TXDOT, which would require that bonds be floated like these examples in which voters authorized the city to borrow money for other recent highways.
  3. That borrowed money must be repaid by taxpayers in the form of property taxes, sales taxes, and other sources of revenue (mainly utility kickbacks). There is no contribution from gas taxes to the City of Austin budget. None.

What this means, in effect, is that the people in Central Austin who are disproportionately taxed on their properties (due to higher land values, not necessarily higher incomes) are paying these bills, and those are the people who drive the LEAST. Residents of the more sprawling parts of Austin are somewhere in the middle (pay less than Central Austin, get some benefit), and the real winners are people living in Dripping Springs, Bastrop, etc who pay nearly nothing and get most of the benefit of these particular roadways.
Now that the roads are being re-floated as tollways, the city is free (pending this agreement) to use this money (again, property and sales tax and utility dollars, NOT gas taxes) within the city limits of Austin for the needs of actual Austin taxpayers. And the people who most benefit from the roadways will actually have to pay for them.
What a communist idea.
Summary: toll roads are a winner for residents of Austin.

This post marks the beginning of a new category called “Empty Buses”.
My family walked to the bus stop at 34th and Guadalupe to take my stepson to his middle-school orientation (he’ll be taking the bus there every day when school starts, cost so today was a good practice opportunity). We picked up the #22 bus at 8:00 AM (on time), pharm and rode it to Exposition and Lake Austin in about 15 minutes, perhaps 2 more minutes than the drive would have taken. With the 3 of us (plus baby who didn’t pay a fare), there were 7 people on that bus. Several got off in Tarrytown; I think there was only one left on the bus when we disembarked at the middle school.
On the way back, we took the #21 bus, also on time. With the 2 of us (plus baby), there were 15 people on the bus at that stop. A few got off on the way to our stop, but a few got on; so the count stayed around 15 the whole way. Many of the people on the bus were evidently headed towards UT (where the bus goes after our stop).
(Answering Kim, my stepson takes this city bus because he’s going to be going to a middle school in whose attendance area we don’t reside – this is part of the track from his elementary school, which he stayed in after we moved a couple of years ago).