Why I Started Biking Again, Part Two

I know this is way overdue but my time is precious, but I’m doing something about making it more effective.

Around 2002, I got a sudden attack of debilitating joint pain. After a few misguided attempts at treating it as if it were gout1, it became clear it was something else; and what it was was “reactive arthritis”. Knocked it down a bit with some very bad meds over time and then had some more flare-ups, and after each flare-up, the ‘new normal’ was worse than the one before. There was no cure and no ability to really manage the progression (I went through two different biologics at astronomical expense, then years later stabbed myself in the gut with an old chemotherapy drug once a week, and nothing brought it back to normal).

I went from being able to bike long distances whenever I wanted to having to consider whether it was worth doing a bike ride and maybe not being able to walk the next day. Given that flare-ups seemed (possibly) to correlate with increased activity, and that each flare-up seemed to result in some permanent loss of function, I gave up most significant physical activity that stressed the joints in question, meaning, biking (and volleyball too).

Graph of first few flareups and progressingly worse baseline function
Click to embiggen

Part of the reason for doing so is that I wanted to not be laid up for a week on crutches, a cane, or a wheelchair with a toddler in the house (although that happened some anyways); but also, I wanted to save some function for later for teaching those same kids to bike.

Fast-forward to 2018; the last kid wants to learn how to bike again and is 9 years old. Time to brush off the old wheels, especially since things at work also snapped into place for me to want to work my way up to occasional biking. So I did some trips home (not to work, thanks to our CIO who didn’t build showers in our new facility) to build up strength for the actual work responsibility2.

Basically, I’ve hit the point now where it’s time to show the kids that I could bike, teach them how; and then go on rides with them; as they’re now old enough where they’ll actually remember it, in the event that further deterioration happens.

It didn’t hurt that my attempts to stay in half-OK shape via diet are getting more difficult and that other exercise is also difficult3. It didn’t hurt that I haven’t had a substantial flare-up in a long time (although the baseline maintains a general level of background pain in the toes). It also didn’t hurt that the recent climate change news is so bad that I want to remind the kids that not every adult they know was completely uninterested in trying to make the world collapse a little less awfully.

So far so good, though; after 40 or 50 trips over the last 6 months or so. Some increase in normal pain but it retreats back to the baseline so far; no new flare-ups as of yet. I’m only doing 10 miles on the way home from work; not going to go out on any 100 mile rides like in the old days. Cross your fingers. And stop wondering where my online slacktivism went.4.


  1. which, ironically enough, I actually got years later 

  2. I run our ‘test fleet’ and was using one of the pre-production bikes for a while until I got an issue we’re working through now 

  3. meaning more deterioration is happening anyways, so as one of my favorite movies puts it, no point in steering now! 

  4. either help me by pushing back on AURA, or help me not waste time on you by deciding not to push back on AURA; either way I spend less time worried about urbanism and more time on my bike 

Why I Started Biking Again Part One

The shorter bit:

I work at a company that does a lot of things, many of which I don’t like and a few I do. One of the things that keeps me able to look at myself in the mirror every morning before going there is this new thing that some of my developers work on an e-commerce site for, that finally got close enough to the finish line to be publicized.

I’m supposed to get a test vehicle for this at some point, but it’s been delayed a long time already, so who knows. But I’m working back up my bike stamina for it assuming I’ll eventually get the thing. In order to do it justice, I’m supposed to use it 3 days a week; which for me means 3 commutes a week; and on this route to my office which has no showers1, that means electric’ing it in the morning and pedalling on the way home, which means my current bus-in bike-out plan is actually very good practice. And I just completed 3 workdays in a row of that (F, M, T) and my legs want to die. The enb.

Go here, enter, and if you win, buy me a goddamn beer you animal.

(Part Two of Why Now is coming whenever I get bored enough to write it).


  1. thanks, you awful CIO 

No-transit field trip: Dropping off the car

About two weeks ago, I had business about two miles north of my house1, at “Happy Hybrid”2, to pick up our old car3. I came home from work early, left my company car parked at the house, and thought about how I would get to the auto shop to pick up the old car and bring it home.

In the old days, before MetroRapid, this would definitely have been a bus trip. Here’s what that trip would have looked like, in the “show up and go” model where the wait time is assumed to be “half the headway”…

Walk 4 minutes a block south and two blocks west to the #1 stop. Wait there for a 13-minute headway frequent local. Get on. Ride to Happy Hybrid. Get off. (0 minute walk there).

The 801, though, is a different story. My house and the destination are both (each) about halfway between two MetroRapid stops! So the 801 trip looks like this: Walk 7 minutes west and south to the Hyde Park station. Wait 10 minutes (runs every 20 minutes midday). Ride 10 minutes to the station north of Happy Hybrid. Walk 6 minutes back south. (Yes, this is what Google Maps recommended; so the alternative stations must be slightly longer walks, even!). Total time: 33 minutes.

The current 1 is the same as the old 1, except it runs half as often (26 minute headways mid-day). So I didn’t bother. What did I do instead?

Walked the whole fucking way there on my athritic toes, and paid severely for it for the next few days.

Here’s what the decision looked like:

This is what AURA did for urbanism – they supported a rapid bus plan that made the most logical option for somebody who had to travel 2 miles on our best transit corridor to the auto shop to WALK THE WHOLE GODDAMN WAY THERE4. (No, changing the fare back to parity doesn’t affect this. Only restoring true local service on this corridor does). And I, on this trip, showed that the service Cap Metro is now providing on this corridor has degraded drastically – to the point where it’s unreliable and unusable except for those who have no other possible option.

Find better urbanists, Austin. AURA sold you out.


  1. two blocks off Guadalupe in Hyde Park 

  2. directly on North Lamar between North Loop and Koenig 

  3. which was there to get a problem looked at in preparation for hopefully selling it 

  4. really, though, what I did was start walking and keep looking for the local coming up behind me, which it never did 

Sophia Frances Dahmus

Please help me fill in the ?????. Thanks in advance.

An IM conversation with my gracious host, doctor just a moment ago:
[12:33] (gracious host): After a lifetime of working, paying taxes and raising three children on her own, Wilder is struggling. She said she retired on disability from M&T Bank three years ago after undergoing knee replacement and back surgeries. She lives on her Social Security and disability benefits. Last year, she petitioned the bankruptcy court for protection from creditors. She said she did not have to pay federal income taxes last year because her income was too low. “I don’t want to see this country turn into a welfare, nanny state, where we stand in line for groceries, and we’re in welfare lines, and in socialized medicine lines,” Wilder said.
[12:33] (gracious host): http://www.syracuse.com/news/index.ssf/2009/04/antitax_tea_party_could_draw_c.html
[12:33] mdahmus: fuh guh buh
[12:35] (gracious host): with appologies to the Princess Bride…. socialism… You keep using that word, I do not think it means what you think it means.
[12:35] mdahmus: my favorite comment so far: http://www.syracuse.com/news/index.ssf/2009/04/antitax_tea_party_could_draw_c.html#3333987

Cross-posted from the twitter which is about all I have time for right now:
Was there any doubt? CM was being truthy about reserves/quarter-cent money: Statesman article ( also see: helpful chart ).
This happened, ask in short, bronchitis because Capital Metro pursued a cheap rail plan that was so cheap the Feds didn’t want any part of it (45M originally promised to voters from Feds now spent out of reserves) – then, a combination of typical overruns and not-so-typical incompetence (and a bit of overruns caused by under-engineering) led to even more spending out of reserves. When they say they have enough money to pay Austin the commitments they made in the past, they are lying. They clearly don’t have the money; didn’t back then; and Ben Wear deserves some apologies from some Capital Metro employees at this point.

Lots of local political content in this week’s issue, oncologist but in particular, two surprisingly good articles from Katherine Gregor.
First up, a good run-down of the Waterfront Overlay Ordinance notable for not giving Jeff Jack’s crowd the uncritical reception which has been their unearned right in past pieces. It gives the minority report adequate shrift and lists the membership of the task force so people can see who was involved with this (guess what consituency is over-represented?). On this issue, also see Austin Contrarian’s take for some good thoughts.
Second, this piece on affordable housing which at least makes the distinction between “single-family house” and “housing” which so many people fail to understand. My comment to that piece:

Once a city grows beyond a certain point, you have to be realistic that the core of the city probably isn’t going to remain affordable, as long as you only define housing as single-family detached houses.
How many cities that aren’t dying burgs or a sprawling hellholes have affordable single-family detached housing in their cores? I can’t think of any; people grow up and realize that if you want to live central and don’t have a lot of money, you live in a condo, a duplex, an apartment, a townhouse, a co-op, whatever.
At least Gregor pointed out condos here – that’s a start. Mentioning that the McMansion Ordinance severely disincents existing and future duplexes and garage apartments would have been a welcome addition as well, though.

Good show, Chronicle. Also, folks should be sure to check out City Hall Hustle for Wells Dunbar’s continuing series of in-depth interviews of mayoral candidates (well, he spends 10-20 minutes with them, which isn’t THAT deep, but compared to the alternatives is practically BBC-like). Turns caricatures into characters.

(see update at bottom as of 3:00)
(both reposted from the twitter during a short time window here in the hospital before I dive back into work):
In the “I can’t believe they’re really this stupid” department, here Capital Metro’s MetroRail has won a stewardship award from Envision Central Texas. Yes, ambulance really. The plan whose lies about seeking federal funding and other overruns have resulted in the funneling of Austin infrastructure dollars to Leander and Cedar Park. The plan that prevents light rail from being built; the one that has been delayed for many many moons due to incompetence and flat-out lies; the plan that provides jack squat to residents of Austin who pay essentially all the bills; THAT plan just won a stewardship award. Really? REALLY?
What’s next; a posthumous humanitarian award for Stalin or Hitler?
Second, Rapid [sic] Bus has been awarded some Federal money – but not the 80% requested, meaning that the project is going to be much harder to kill but is going to cost even more in local dollars.
An awful day for transit all-around. If you still held out any hope for urban rail in Austin, today kills most of that hope. Envision Central Texas, you’ve just won the first ever group award here. Nice show, today’s Worst People In Austin.

Some selected background reading for you from the archives:

Much much more, of course in the category archives, especially these two:

3:00 update: Got a message from somebody who was there that the Red Line was the only entrant (presumably in the category) which wasn’t clear to me before (the ECT front page just lists ‘finalists’ with no information about categorization). Supposedly eyes were rolling in the audience. I think “no award” would have been the right choice, if there were no other entrants (also, surely dadnab could have been given an/another award in the category instead). The point here is that not only does the Red Line fail to move the ECT vision forward; it’s actually preventing projects which could be moving said vision forward – for instance, if the Pfluger Bridge extension fails to get built because CM spent the money promised to the City of Austin on Red Line overruns/lies. You don’t even have to go to hypothetical-but-now-precluded light rail to get there; just pay attention to what’s going on right now.
We’re still left with: (1), ECT thinks the Red Line somehow moves us forward; and (2) Rapid Bus is not only still going to happen, but require more local dollars – condemning the #1 urban rail corridor in this city to nothing more than useless bus service for essentially forever.

May 10, malady 2009
Due to escalating pre-eclampsia, Jeanne was delivered at 9:42 this morning (was originally going to be around midnight). Sophie joins the world today at 35.5 weeks, 5 pounds 3 ounces, 41 centimeters (16 inches). She is now up in the neo-natal intensive-care unit to get a firm diagnosis about an intestinal tract problem observed previously via ultrasound which will almost definitely require surgery (and thus a stay here of a few weeks). Jeanne is recovering now; Mike got to visit Sophie in NICU for about 30 minutes before lunch with Aunt Karen and is going to visit again this afternoon. Other than the intestinal problem, whatever it is, everything is fine with Sophie. She is otherwise healthy and strong (and as Mike likes to describe all babies, “red wrinkly and pissed”). Jeanne thinks that she has Mike’s smile.
Mike has lots of pictures on the camera but forgot the mini USB cable, so they’ll have to wait.

Updates

A quick hit as I’m preparing for another trip to beautiful Huntsville.
While my wife and I were painting on Sunday, healing health my father-in-law took our 5-year-old to the Kite Festival. Or, rather, he tried. As he put it, when he got to the shuttle pickup (around 16th/Lavaca), a cop told him there was about an hour wait to board the shuttle and another hour to get to the park (this was at 2:00 in the afternoon or so). There were supposedly about 25 shuttles stuck in traffic on the way to the park.
Sound familiar?
Here’s another free clue: if you want people to take shuttles to a special event, make sure the shuttles aren’t stuck in the same traffic that their cars would be if they drove. This doesn’t have to be complicated; as I told my father-in-law: Barton Springs has two lanes. Cone off one for buses. Problem solved.
This is just another brick in the gigantic wall of ignorance about transit that prevents nearly everyone in government from making effective decisions: the ridership figures you see for any transit service are the result of a bunch of individual decisions whether to ride based on incentives (cost, time, etc). In this case, if the shuttlebuses are going to be as slow or slower than peoples’ cars, both the cars and the shuttlebuses will be stuck in traffic – and overall performance will be very poor. The folks making decisions for events like this think, as Christof once put it, that transit is like a big vaccuum cleaner – put it somewhere and it’ll magically suck up riders.
A lot of people were waiting in line for those shuttles, but the overall performance was likely very poor – considering that all 25 buses were out, stuck in traffic. (Cars do better in traffic than buses do, remember). A setup where the shuttles had their own lane on Barton Springs (and maybe S 1st if necessary) would easily have carried thousands more people – basically everybody that was stuck in line plus everybody that got turned away (and, after people saw buses actually performing well,. even more car drivers would switch to the shuttles the next time around; while after THIS disastrous performance, even fewer people will be willing to try the shuttles next time there’s an event down there).
Lessons can be drawn from this for future transit investment. Is anybody at the city (who can, if they choose to, rein in Capital Metro) seriously under the impression that transferring to shuttlebuses at the end of a rail trip won’t be a major disincentive for riders? I would have thought they got it by now, but the last two major shuttles-to-parks fiascoes have showed me that perhaps I was too optimistic.

Ben Wear fell for it, bulimics big-time. Capital Metro ran trains from two stations between which essentially nobody will ever travel (no circulator buses up that far; nothing within walking distance), story and completely failed to mention the shuttlebuses at all – despite the fact that they will be the most substantial disincentive for choice commuters to ride. He basically gave Cap Metro a nice commercial for the service based on a joke run up in the hinterlands (yes, viagra if you happened to have an office at one of those park-and-rides, it’d be a pretty nice trip!) by failing to mention how people will actually use, or more importantly, try and stop using this service. This was a great move by Capital Metro – make people think that the entire trip is like this, and maybe they’ll forget what they have to do when they get to their actual station long enough to sneak through some ill-advised throwing good-money-after-bad expansion schemes. It worked for Tri-Rail, after all – the agency got to live fat on double-tracking construction contracts for a decade after opening up, on the dubious contention that running trains every 20 rather than 40 minutes could somehow make up for the awful shuttle-bus rides (spoiler alert: it didn’t).
His commenters were even worse – split right down the middle between anti-rail troglodytes (“it’s subsidized!”, as if Leander and especially Cedar Park car commuters aren’t monstrously subsidized by Austin residents already); and the naive idiots who think it’s light rail who don’t realize that people who aren’t willing to take the clean, fast, comfortable, non-stop express buses straight to their office today are probably not going to be thrilled when they get off the train and find themselves staring at a shuttlebus instead of their office building.
FAIL.
Now I get to go look to see how the Chronicle covered this. My guess? Chirpy naive “it’ll just be expanded and improved” junior reporter type completely falls for it; same batch of idiot pro-and-cons completely missing the real point: rail is neither always good nor always bad. BAD rail is bad; and THIS line is awful – it not only will fail to give us momentum for more service; it ruins our chances at developing good urban rail here for a generation or more because it’s now squatting, semi-permanently, right on top of most of the right-of-way that the only true slam-dunk light-rail line possibility this city ever had or ever will have (the 2000 route).
The 2008 CAMPO TWG proposal might be a hundred times better than the commuter rail line, but the 2000 LRT proposal (running trains on Guadalupe right to UT’s front door, hitting the Triangle, and everything else) is a hundred times better than that. At some point, people are going to realize that rolling over for Mike Krusee was a huge mistake – we cannot and will not be able to recover from this impending debacle. You can’t build a system with the wrong starter line, especially when it ruins the only true backbone you ever had.

and note, symptoms I’m far from the only one.
Also please excuse the brevity – I’m doing this from a Wendy’s in Huntsville during a short lunch break.
Breathless media coverage from the Statesman makes you think that Mueller is the wildest dreams of urbanites and environmentalists and sustainable-liviing fans all come to life. Meanwhile, every time I raise some (informed, compared to most) criticism of Mueller, I get personal attacks in return. At times like this, I like to remind myself (and hopefully others) of the substantive, objective, reasons why Mueller presents us with problems.

Continue reading “Updates”

About Me

A quick hit as I’m preparing for another trip to beautiful Huntsville.
While my wife and I were painting on Sunday, healing health my father-in-law took our 5-year-old to the Kite Festival. Or, rather, he tried. As he put it, when he got to the shuttle pickup (around 16th/Lavaca), a cop told him there was about an hour wait to board the shuttle and another hour to get to the park (this was at 2:00 in the afternoon or so). There were supposedly about 25 shuttles stuck in traffic on the way to the park.
Sound familiar?
Here’s another free clue: if you want people to take shuttles to a special event, make sure the shuttles aren’t stuck in the same traffic that their cars would be if they drove. This doesn’t have to be complicated; as I told my father-in-law: Barton Springs has two lanes. Cone off one for buses. Problem solved.
This is just another brick in the gigantic wall of ignorance about transit that prevents nearly everyone in government from making effective decisions: the ridership figures you see for any transit service are the result of a bunch of individual decisions whether to ride based on incentives (cost, time, etc). In this case, if the shuttlebuses are going to be as slow or slower than peoples’ cars, both the cars and the shuttlebuses will be stuck in traffic – and overall performance will be very poor. The folks making decisions for events like this think, as Christof once put it, that transit is like a big vaccuum cleaner – put it somewhere and it’ll magically suck up riders.
A lot of people were waiting in line for those shuttles, but the overall performance was likely very poor – considering that all 25 buses were out, stuck in traffic. (Cars do better in traffic than buses do, remember). A setup where the shuttles had their own lane on Barton Springs (and maybe S 1st if necessary) would easily have carried thousands more people – basically everybody that was stuck in line plus everybody that got turned away (and, after people saw buses actually performing well,. even more car drivers would switch to the shuttles the next time around; while after THIS disastrous performance, even fewer people will be willing to try the shuttles next time there’s an event down there).
Lessons can be drawn from this for future transit investment. Is anybody at the city (who can, if they choose to, rein in Capital Metro) seriously under the impression that transferring to shuttlebuses at the end of a rail trip won’t be a major disincentive for riders? I would have thought they got it by now, but the last two major shuttles-to-parks fiascoes have showed me that perhaps I was too optimistic.

Ben Wear fell for it, bulimics big-time. Capital Metro ran trains from two stations between which essentially nobody will ever travel (no circulator buses up that far; nothing within walking distance), story and completely failed to mention the shuttlebuses at all – despite the fact that they will be the most substantial disincentive for choice commuters to ride. He basically gave Cap Metro a nice commercial for the service based on a joke run up in the hinterlands (yes, viagra if you happened to have an office at one of those park-and-rides, it’d be a pretty nice trip!) by failing to mention how people will actually use, or more importantly, try and stop using this service. This was a great move by Capital Metro – make people think that the entire trip is like this, and maybe they’ll forget what they have to do when they get to their actual station long enough to sneak through some ill-advised throwing good-money-after-bad expansion schemes. It worked for Tri-Rail, after all – the agency got to live fat on double-tracking construction contracts for a decade after opening up, on the dubious contention that running trains every 20 rather than 40 minutes could somehow make up for the awful shuttle-bus rides (spoiler alert: it didn’t).
His commenters were even worse – split right down the middle between anti-rail troglodytes (“it’s subsidized!”, as if Leander and especially Cedar Park car commuters aren’t monstrously subsidized by Austin residents already); and the naive idiots who think it’s light rail who don’t realize that people who aren’t willing to take the clean, fast, comfortable, non-stop express buses straight to their office today are probably not going to be thrilled when they get off the train and find themselves staring at a shuttlebus instead of their office building.
FAIL.
Now I get to go look to see how the Chronicle covered this. My guess? Chirpy naive “it’ll just be expanded and improved” junior reporter type completely falls for it; same batch of idiot pro-and-cons completely missing the real point: rail is neither always good nor always bad. BAD rail is bad; and THIS line is awful – it not only will fail to give us momentum for more service; it ruins our chances at developing good urban rail here for a generation or more because it’s now squatting, semi-permanently, right on top of most of the right-of-way that the only true slam-dunk light-rail line possibility this city ever had or ever will have (the 2000 route).
The 2008 CAMPO TWG proposal might be a hundred times better than the commuter rail line, but the 2000 LRT proposal (running trains on Guadalupe right to UT’s front door, hitting the Triangle, and everything else) is a hundred times better than that. At some point, people are going to realize that rolling over for Mike Krusee was a huge mistake – we cannot and will not be able to recover from this impending debacle. You can’t build a system with the wrong starter line, especially when it ruins the only true backbone you ever had.

and note, symptoms I’m far from the only one.
Also please excuse the brevity – I’m doing this from a Wendy’s in Huntsville during a short lunch break.
Breathless media coverage from the Statesman makes you think that Mueller is the wildest dreams of urbanites and environmentalists and sustainable-liviing fans all come to life. Meanwhile, every time I raise some (informed, compared to most) criticism of Mueller, I get personal attacks in return. At times like this, I like to remind myself (and hopefully others) of the substantive, objective, reasons why Mueller presents us with problems.

Continue reading “About Me”

Listen for M1EK

KUT just called and I recorded a few snippets with them about commuter rail (they’re most interested in today’s delay announcement for commuter rail which I mostly let CM off the hook for, but I did give a bunch of other background that they might or might not use). If anybody hears it, please let me know.

Background was a condensed version of the last 6 years of this crackplog (we’re doing what Tri-Rail did; not what everybody that succeeded did; it’s not light rail – it’ll never get you to UT, etc).

I have returned

This is pretty amazing. Thanks to Barry Ritholtz for finding it.
The original:

The update:

True.

These guys LOST TO OLE MISS. AT HOME.
No, valeologist Ole Miss isn’t magically superpowered because they happen to be in the SEC. Here’s where Florida stacks up against Penn State so far this year:

Rank (Sagarin PREDICTOR) Team Result
14 Georgia Florida 49, web Georgia 10 (Neutral Site)
15 Ohio State Penn State 13, infertility @Ohio State 6

Looks pretty good so far, right? Not so fast. The next entries for Florida:

Rank (SAGARIN PREDICTOR) Team Result
23 LSU @Florida 51, LSU 21
30 Ole Miss Ole Miss 31, @Florida 30

Huh. One thing sure seems to jump out at you, doesn’t it? But surely this doesn’t show anything, right? Penn State hasn’t played anybody that good at home, right? Let’s expand that section of the table:

Rank (SAGARIN PREDICTOR) Team Result
19 Oregon State @Penn State 45, Oregon State 14
23 LSU @Florida 51, LSU 21
27 Illinois @Penn State 38, Illinois 24
30 Ole Miss Ole Miss 31, @Florida 30
39 Wisconsin Penn State 48, @Wisconsin 7
52 Tennessee Florida 30, @Tennessee 6

Well, I’m sure we’ll figure out some new reason why Florida deserves it more. Keep on trucking, internet warriors!

As part of an excellent series of takedowns of BRT, psychotherapist the San Francisco Bike Blog has written an excellent rebuttal to the frequent claims that BRT or Rapid Bus plans can function as stepping stones towards light rail. One relevant excerpt relating to a transitway in Ottawa that was designed to be convertible to LRT::

The study concludes that with limited financial resources, for sale it is better to invest in new rapid transit corridors than to replace an existing one. It is not considered cost-effective to convert the Transitway to LRT at this time.

Please check out the rest. There’s a lot more good stuff in the other links from Jeff’s collection as well, mind including impacts on the urban environment from smelly, noisy, uncomfortable buses versus electric trains.
In our case, our potential investments in our completely useless Rapid Bus plan are completely nonportable to light rail (the stations are on the wrong side, for instance). Ironically, as the linked story points out, every improvement that could be made to make Rapid Bus more like Bus Rapid Transit would make it less likely we’d ever see light rail on the #1 corridor.

Quick reminder as I prepare to go on a business trip. The reason we need to subsidize projects like the Domain, cheap and especially Mueller, stomatology is that existing crappy strip malls actually cost us (the city) more money than they make but thanks to our suburban zoning code, story they are the only thing that can be built without special subsidy or regulatory relief.

Read that again. You heard me right – Brian Rodgers’ strip malls are already getting subsidized via the tax code and already get regulatory preference in the zoning code. We tax by land and improvement value rather than assessing based on the costs generated by retail – and strip retail is the worst on this scale, since, for one simple example, if you want to visit a half-dozen different stores on Anderson Lane, you may have to move the car 6 times(!). That’s not good for Austin, and it shouldn’t be subsidized – but if we can’t change the tax/regulatory code, and the neighborhoods won’t let us do that, then at least we can attempt to level the playing field by subsidizing their more sustainable competition.

I’ll try to fill this argument in with some backing data when I get more time, but I thought it important to say this right after the election, since he and SDS are making noise about how close they got. The only reason it was that close is because most people have no idea how much of the status quo isn’t natural or ‘choice’; but actually the result of public policy that has favored suburban crap like strip malls for decades.

It makes it even harder when a project like Mueller faces so much opposition from nearby neighborhoods that affordability has to be ‘bought down’ rather than provided through more reasonable density entitlements (subsidizing affordable housing is less efficient than getting the ridiculously low-density zoning out of the way and letting the market provide more supply, but local neighborhoods hate that, so we had to settle for this far-inferior option). No, Virginia, Mueller isn’t going to be high-density, not even close – the area around the Town Center, if it’s ever built, will approach but not exceed the density of the Triangle – i.e. moderate density mid-rises.

Update: Austin Contrarian argues that retail subsidies are bad but leaves a “design subsidy” hole large enough to admit both the Domain and Mueller, arguably. I’d have no problem dressing my position up in a similar fashion except that I suspect this is too nuanced for the average “corporations bad!” voter to accept.

PS: I believe on this issue that I’m now More Contrarian Than The Austin Contrarian. Woo?
CNN’s Campbell Brown’s words ring true in relation to this pantload, impotent whom the media never bothered to fact-check on anything:

Brown spoke of the “false equivalency” that’s often practiced in journalism. “Our view is that when Candidate A says it’s raining outside, and Candidate B says it’s sunny, a journalist should be able to look outside and say, ‘Well it’s sunny, so one of these guys is wrong,'” she told Stewart.

Guess what? Sal Costello was wrong on almost everything he ever said. But you wouldn’t know that for reading the Statesman, or the Chronicle, or even Burnt Orange Report – and the transportation discourse has suffered drastically for it. Instead of flat-out telling their readers that Costello’s position wasn’t true, they, at best, alluded to it indirectly, assuming people would get it. They didn’t. As a result, people now honestly believe his bullshit about being double-taxed and the money supposedly diverted to ‘toll roads’ from ‘free’ways.
In this whole process, one might assume the losers are suburban motorists. Not so; the losers are central city Austin residents, both drivers and non-drivers, who have to continue the unfair process of paying for suburban commuters’ highways through both the gas tax subsidy and the property tax and sales tax subsidy. With toll roads, at least suburban commuters would have paid something closer to the cost of their choice to live out there. Now? Back to business-as-usual, meaning people who ride the bus in East Austin get to subsidize people driving in from Circle C. My environmentalist friends who think this means “no roads” are deluded – the phase II toll roads weren’t highways to nowhere like Southwest Parkway; there already exists sufficient commuting demand and more than enough political support to make these roads happen, whether ‘free’ or tolled.
Anyways, to our erstwhile Circle C Crackpot: don’t let the door hit you. And shame on you, reporters. It was raining the whole time, and you let people think there was an honest disagreement on the weather.
(The worst part? As I mentioned to a facebook friend, he actually made me feel a little bit sorry at one point for this guy. UNCLEAN).

You can guess how I feel about the #1 target from this comment I just left at this thread at gm-volt.com. Yes, herpes the same bunch of idiots who scoffed at me and others a few months back who said the Volt wouldn’t make it because GM was going Chap 11.
Hint: Ford might be worth throwing a life-jacket to. The others? (Outer blockquote is me).

It’s also important to remember that it wasn’t only the U.S. automakers who built these lumbering behemoth trucks and SUVs. Toyota, the auto maker with the fallen green halo is slowing down production of its Toyota Tundra monster truck plant here in San Antonio. They have also stated that they do not plan to build a plug-in hybrid and have talked down GM’s progress on the Chevy Volt.

More crap from denialists.
Honda and Toyota didn’t fight CAFE kicking and screaming and getting loopholes for awful SUVs and pickup trucks. Toyota sells trucks to those who want them, sure, but hasn’t tried to create the market from those who didn’t want them and never needed them.
As for talking down the Volt, they’ve sold a million Prii. Even if the Volt was an obvious success, talking down the Volt to sell the Prius isn’t damaging to the economy, the environment, or our national security the way it was when GM spent years talking down hybrids so they could continue to sell polluting inefficient SUVs.
GM needs to die in a fire. Yesterday.

I always forget to mention GM’s role in destroying urban rail. Yes, a lot of the stuff you hear is exaggerated if not myth, but they did play a large role in it nonetheless.
If GM was a person, I have a hard time believing we wouldn’t be charging him with treason for enabling our enemies (and disabling our ability to pressure our ‘friends’ the Saudis) and destroying our environment and our economy.

Some folks are getting excited about the “downtown” station being nearly complete on our asstastic commuter rail line. Maybe the pictures below will be of some help. Click on the pictures for explanations.
1. “Why is that bus labelled “DOWNTOWN” if this is the “downtown” station?

2. “What is that yellow line and why is it so far from all the big buildings?”

3. “Well, website like this are there any office buildings within a short walk of the ‘downtown’ station”?

On my next business trip, decease probably next week, I’ll try to take some time to get a better image of dots overlaid on a better map for “major downtown office buildings” built from actual data rather than from my own recollection. Expect it to look even less promising than that last image from 2004, though.
Bonus Update in case it’s lost: a comment I just made in response to the typical CM talking point (in comments to their own article about the ‘downtown’ station) that this is just a ‘start’ for a multi-modal transportation system that will make choice commuters somehow enjoy changing vehicles three times on the way to work:

Unfortunately, that’s a load of nonsense, Misty; there is no way this line can possibly serve as a first step anywhere worth going, because the vehicles (and technology) you chose is incompatible with truly urban rail – can’t navigate corners sharply enough to ever go anywhere closer to where the actual commuting demand is.
To the readers, the best hope for urban rail in Texas is to get the CAMPO TWG plan passed before people realize how awful this commuter rail start is, because while it connects to commuter rail and has a suboptimal route itself, it at least serves a few good sources and destinations directly without requiring transfers.
It’ll be decades, if ever, before we reach traffic levels which actually make transit trips with transfers anything but a poison pill for choice commuters. Any plan, like this commuter rail debacle, which relies on transfers for most of its ridership is thus doomed to failure.

Updated update
Nice photo from priller at the skyscraperpage forum. The pointy building in the distance is the closest offices of any signficance, and they’re right past the edge of the normal quarter-mile rule for how long the average person would be willing to walk to work to take transit on a regular basis.

Some folks are getting excited about the “downtown” station being nearly complete on our asstastic commuter rail line. Maybe the pictures below will be of some help. Click on the pictures for explanations.
1. “Why is that bus labelled “DOWNTOWN” if this is the “downtown” station?

2. “What is that yellow line and why is it so far from all the big buildings?”

3. “Well, website like this are there any office buildings within a short walk of the ‘downtown’ station”?

On my next business trip, decease probably next week, I’ll try to take some time to get a better image of dots overlaid on a better map for “major downtown office buildings” built from actual data rather than from my own recollection. Expect it to look even less promising than that last image from 2004, though.
Bonus Update in case it’s lost: a comment I just made in response to the typical CM talking point (in comments to their own article about the ‘downtown’ station) that this is just a ‘start’ for a multi-modal transportation system that will make choice commuters somehow enjoy changing vehicles three times on the way to work:

Unfortunately, that’s a load of nonsense, Misty; there is no way this line can possibly serve as a first step anywhere worth going, because the vehicles (and technology) you chose is incompatible with truly urban rail – can’t navigate corners sharply enough to ever go anywhere closer to where the actual commuting demand is.
To the readers, the best hope for urban rail in Texas is to get the CAMPO TWG plan passed before people realize how awful this commuter rail start is, because while it connects to commuter rail and has a suboptimal route itself, it at least serves a few good sources and destinations directly without requiring transfers.
It’ll be decades, if ever, before we reach traffic levels which actually make transit trips with transfers anything but a poison pill for choice commuters. Any plan, like this commuter rail debacle, which relies on transfers for most of its ridership is thus doomed to failure.

Updated update
Nice photo from priller at the skyscraperpage forum. The pointy building in the distance is the closest offices of any signficance, and they’re right past the edge of the normal quarter-mile rule for how long the average person would be willing to walk to work to take transit on a regular basis.

Finally got around to these, stuff
mostly today:
Urbanist sites (Austin):

Bike sites (Austin):

Occasional commenter: Snowed In

Recent blogroll addition the Austin Bike Blog points us to a study on cyclist behavior in bike lanes and wide curb lanes. Years ago, health pre-blog and pre-cycling-killing-arthritis, I wrote the following on passing behavior in both facilities which still has some relevance today. Dragging this into the blog so it can be archived and whatnot; original is here. Done with HTML tables, the way God intended! Unfortunately, that doesn’t translate so well inside the blog. Any HTML/Movable Type geniuses want to suggest a formatting fix for me here?

One of the most common arguments in bicycle transportation circles stems from the disagreement over whether bike lanes or wide outside lanes provide "better passing distance". Foresterites claim that wide outside lanes are better for a variety of reasons; bike lane advocates come back with the "dedicated space" argument; which Foresterites then attempt to rebut by saying passing distance is "better" in wide curb lanes.

I have direct experience in this matter: my commutes to work generally take me along Shoal Creek Boulevard in north central Austin; which had fairly wide (6′?) bike lanes for several years; and then very wide (19′) curb lanes for several more years. I found that a typical 10-pass scenario would go something like the table below. The "distance" given is from car’s mirror to where I was riding in approximate center of bike lane.

Passing distance on Shoal Creek Boulevard with Bike Lane Passing distance on Shoal Creek Boulevard with Wide Outside
Lane
1 3.5 ft With minor fluctuation, the typical pass
with the bike lane consisted of the driver giving about half a foot
of distance between their right mirror and the bike lane stripe; thus
providing approximately the same passing space every time. Why does
this happen? Motorists are conditioned in other traffic interactions
to respect lane stripes.
2 3.5 ft
3 3.5 ft
4 3.5 ft
5 3.5 ft
6 3.5 ft
7 3.5 ft
8 3.5 ft
9 3.5 ft
10 3.5 ft
1 5 ft Some motorists (perhaps even a majority)
provide better passing distance in the wide outside lane scenario
because they are thinking about how much space to give, rather than
letting the lane stripe decide for them.
2 5 ft
3 5 ft
4 5 ft
5 5 ft
6 5 ft
7 4 ft  
8 3 ft  
9 2 ft On the other hand, some other motorists provide considerably
less passing space without the lane stripe to guide them (some from
ignorance; others from antipathy towards cyclists riding in "their
lane").
10 1 ft
Average passing distance from centerline of my bike: 3.5 ft Average passing distance from centerline of my bike: 4.0 ft
10th percentile passing distance: 3.5 ft 10th percentile passing distance: 1 ft

In this dataset, the 30th percentile passing distance for wide outside lanes was worse than for bike lanes; meaning that 3 out of 10 times, the passing distance could be expected to be less for wide outside lanes than it was for bike lanes. (Or, to turn it around, 7 out of 10 times, the passing distance in wide outside lanes would be better than in bike lanes).
Despite the fact that this dataset shows a superior passing distance in 7 out of 10 cases for wide outside lanes, I would choose the bike lane over the wide outside lane in this scenario. I submit that the deciding factor for cyclists, if they are thinking rationally, should not be the average passing distance; since most motorists, whatever the facility, do a fairly good job of providing adequate passing distance. The deciding factor should be the likelihood that motorists who, because they either don’t know or don’t care, don’t provide adequate passing distance. Clearly, in my experience, although average passing distance can be higher in a wide outside lane scenario, the minimum passing distance can at the same time be a lot lower. In this dataset, for instance, I’d argue that the 2 ft and 1 ft passes were close enough to be dangerous (given my width).

I’m probably much more amused by myself than warranted. Judge for yourself:

Been itching to climb aboard a Capital Metro train? Understandable, store given that we’ve been talking about light rail/commuter rail around Austin since the mid-1980s.
Well, that first chance will come next week when Capital Metro and the Downtown Austin Alliance host a “hop ‘n shop” at Brush Square. Up to now Capital Metro has allowed only the media and few selected others to take an up-close gander at the red-and-silver-and white train cars.
[…]

and my response:

There should really be a requirement that people spend 15 minutes sitting on board a stationary shuttle bus before disembarking and boarding the stationary train, shouldn’t there?

Erica from Capital Metro, store in comments to this post, troche brings up the fact that the third image (originally from the city’s old OnTrack newsletter, urologist updated with green and yellow dots by yours truly), had an error in how the circles were drawn around prospective rail stations on the extension to Seaholm many people unsuccessfully lobbied for in 2004. The point of this image was to show the locations of the office buildings — not the circles (although that is not inherently obvious if the image is viewed in isolation), and the error wasn’t mine (somebody at the city drew a 1/4 mile diameter rather than radius) – but I’ve known about it for quite some time; using the image just to show the office locations since I have not yet created a new map with a better representation of offices. Typically when I discuss this issue on other forums, I prefer to use a google maps link like this one which shows a walk of 0.4 miles to 6th and Congress.
However, some folks at CM just produced the image below, which is about the best light you can put this ‘downtown’ station in, and which I will post even though it has its own problem: an attempt to fudge the issue by presenting both the legitimate 1/4 mile circle and a far less legitimate 1/2 mile catchment zone. Another discrepancy between the maps, not anybody’s fault, is that in 2004, the station location was projected a half block or so farther east.
Please see comments after the image.

Important things to note here:

  • Most major office buildings are outside the 1/4 mile zone. Most are also inside the 1/2 mile range. However, using the same principle as above, note that, for instance, the second-newest big office building downtown is more than a half-mile from the train station. Essentially all major office buildings downtown, including this one, would have been within 1/4 mile of the 2000 light rail route, whether on Congress or Colorado or even Guadalupe/Lavaca.
  • The 1/2 mile radius is used as a fallback ‘rule’ to declare that you can attract a few more choice commuters to excellent high-frequency rail service than the 1/4 mile rule would suggest. The problem here, of course, is that the service we are providing is neither high-quality (doesn’t go to UT or the Capitol or anywhere else worth going if your origin is ‘downtown’) nor high-frequency (runs only every 30 minutes and only during rush hours). In addition, the expanded catchment area is most suited to the residential end of the trip – i.e. you might walk farther from your home to pick up the train if it’s really good – but surely not to take the train if the walk FROM the train station TO your office was extra-long – this is borne out by New York’s transit agency’s project to spend billions to bring the LIRR a bit closer to employment centers (see also: non-trivial unwillingness of choice commuters to tolerate transfers even from ‘good rail’ to ‘good rail’, even in Manhattan).
  • We don’t have a large population of people who would be willing to walk 1/2 mile to work from the train station (and risk mistiming a 1/2 mile walk back to the train station in the afternoon only to maybe miss the once-every-half-hour train) who, and this is critically important here: aren’t already riding the bus. The same people who would give the train such an incredible time investment are already going to be riding the buses from all over the city that head straight to their offices downtown. I speak from experience here: a long walk to pick up transit from the office isn’t sustainable in the long-run even for transit-positive people like me. If I had to pay $10/day to park, I might think differently, but then I’d already be taking the bus, wouldn’t I?
  • And, most importantly, if Capital Metro really believed that the average choice commuter would consider this train station to be within a quick, comfortable, walk of their office, they wouldn’t be providing these three downtown shuttles, one of which runs right up Congress Avenue.

Erica from Capital Metro, store in comments to this post, troche brings up the fact that the third image (originally from the city’s old OnTrack newsletter, urologist updated with green and yellow dots by yours truly), had an error in how the circles were drawn around prospective rail stations on the extension to Seaholm many people unsuccessfully lobbied for in 2004. The point of this image was to show the locations of the office buildings — not the circles (although that is not inherently obvious if the image is viewed in isolation), and the error wasn’t mine (somebody at the city drew a 1/4 mile diameter rather than radius) – but I’ve known about it for quite some time; using the image just to show the office locations since I have not yet created a new map with a better representation of offices. Typically when I discuss this issue on other forums, I prefer to use a google maps link like this one which shows a walk of 0.4 miles to 6th and Congress.
However, some folks at CM just produced the image below, which is about the best light you can put this ‘downtown’ station in, and which I will post even though it has its own problem: an attempt to fudge the issue by presenting both the legitimate 1/4 mile circle and a far less legitimate 1/2 mile catchment zone. Another discrepancy between the maps, not anybody’s fault, is that in 2004, the station location was projected a half block or so farther east.
Please see comments after the image.

Important things to note here:

  • Most major office buildings are outside the 1/4 mile zone. Most are also inside the 1/2 mile range. However, using the same principle as above, note that, for instance, the second-newest big office building downtown is more than a half-mile from the train station. Essentially all major office buildings downtown, including this one, would have been within 1/4 mile of the 2000 light rail route, whether on Congress or Colorado or even Guadalupe/Lavaca.
  • The 1/2 mile radius is used as a fallback ‘rule’ to declare that you can attract a few more choice commuters to excellent high-frequency rail service than the 1/4 mile rule would suggest. The problem here, of course, is that the service we are providing is neither high-quality (doesn’t go to UT or the Capitol or anywhere else worth going if your origin is ‘downtown’) nor high-frequency (runs only every 30 minutes and only during rush hours). In addition, the expanded catchment area is most suited to the residential end of the trip – i.e. you might walk farther from your home to pick up the train if it’s really good – but surely not to take the train if the walk FROM the train station TO your office was extra-long – this is borne out by New York’s transit agency’s project to spend billions to bring the LIRR a bit closer to employment centers (see also: non-trivial unwillingness of choice commuters to tolerate transfers even from ‘good rail’ to ‘good rail’, even in Manhattan).
  • We don’t have a large population of people who would be willing to walk 1/2 mile to work from the train station (and risk mistiming a 1/2 mile walk back to the train station in the afternoon only to maybe miss the once-every-half-hour train) who, and this is critically important here: aren’t already riding the bus. The same people who would give the train such an incredible time investment are already going to be riding the buses from all over the city that head straight to their offices downtown. I speak from experience here: a long walk to pick up transit from the office isn’t sustainable in the long-run even for transit-positive people like me. If I had to pay $10/day to park, I might think differently, but then I’d already be taking the bus, wouldn’t I?
  • And, most importantly, if Capital Metro really believed that the average choice commuter would consider this train station to be within a quick, comfortable, walk of their office, they wouldn’t be providing these three downtown shuttles, one of which runs right up Congress Avenue.

The first of a series of images I created on the plane to JFK on Sunday night:

Red dots are 10+ story office buildings, check obtained from skyscraperpage. Click for larger image.

Continue reading “I have returned”

Tagged

It’s the last slow work day before the holiday; I’m waiting for a build to finish; so I’m playing along – tagged by Chris at Austin Contrarian. I’m supposed to list seven facts about myself and tag seven others. Facts cherry-picked to mesh with stuff I’ve posted here on the crackplog.

  1. Despite still being a strong advocate for bicycle transportation, I haven’t ridden my bike for about 3 years now. I could physically manage a ride, most days, but the consequences of overdoing it are severe – the last time I pushed it too hard, I had to ride a wheelchair in JFK and AUS on the way back from a trip to Manhattan. I’m saving the feet for some rides with Ethan when he’s old enough to learn how to ride (any day now) – another flare-up could make it a permanent non-option. The really ironic thing is that my new suburban office is on a perfect bike commute – a route I used to use to get out to Loop 360 for a fun loop on the weekends.
  2. I actually have handicapped plates on the older Prius because of that, yet I rarely park in the handicapped space (most days I can walk well enough, and always think people are shooting me the crapeye when they see I’m not in a wheelchair and not elderly).
  3. Despite being a fervent critic of PSU homers and at times Joe Paterno’s seeming insistence on destroying the program he single-handedly built, you don’t get any more tried and blue than me – I won a contest as a child for having the most members of my family in the alumni association, and actually have a framed award somewhere for it; some of my aunts babysat for Joe Paterno’s kids at least a few times; and my grandparents used to go to church with his wife. I was in the Blue Band for four years, and still wear my dorky band jacket (just last night to the wonderful mall up in Cedar OhMyGodWhatTheHellAmIDoingUpHerePark). I think there’s even a picture at home of me as a baby being held by Paterno at some kind of family day at the stadium in the early 1970s, but my memory may be exaggerating things. Will check in a few days.
  4. I have never ridden one of the new (Portland and following) generation of light rail lines – I have driven and walked near a couple of them a few times (San Jose, Phoenix’s under construction), but never actually had an opportunity to ride, nor have I been able to justify a weekend trip to Dallas or Houston to ride.
  5. I work across from Westlake High School. I loathe Westlake and Rollingwood, people who live there, and everything they stand for. It is difficult to contain the revulsion and not speed the hell out of here after every work day, but then I remember that Baba got a ticket for something like 1 mile over the limit here (i.e. “Driving while Clearly From Austin”).
  6. I constantly get accused of being a developer by the granola mafia, which is funny, because I am a developer. Of software.
  7. I hate Wal-Mart. I really really hate Wal-Mart. Which is why the whole Northcross thing was so funny. Well, one of the reasons.

I bet nobody will see this given the break, but I’ll tag DSK, Gregg, Teresa, Steve, Thomas, Mike (for motivation to increase his blogs/month to greater than 0.1), and Chris.

Best of Austin

Best Urban Development Echo Chamber with Chris Bradford, the Austin Contrarian, and Shawn Shillington from the Austinist (they pulled off the hat trick).

Thanks, Wells. And it was nice to meet you and Richard and the Austinist crew in person. Also congrats to Jason Abels, who I wish I’d have talked to more later, but never had a chance.
And as always, thanks to Baba for hosting this thing, which started after the ISP (I was actually paying!) turned out to not be backing up their mysql database.