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

I am not surprised, therapy story although still disappointed, neurologist to see this kind of logic defending not only the decision to run a red light but fight it in court.

Was riding from the gym to work one fine November morning down Congress Ave. Got pulled over by a motorcycle cop and another cop in a patrol car. They gave me a ticket for running a red light. I tried explaining how it wasn’t dangerous since I stopped at the light, prescription looked for oncoming traffic and pedestrians, then proceeded. Nevertheless, I got a moving violation and a $275 ticket, just like if I was driving a Chevy Silverado at speed.
I sent in my ticket pleading not guilty and waving pre-trial hearing.
I got a court date.
I went to court.
The case was dismissed. Not sure if it was because the officer didn’t show up or what. My online case summary says “Dismissed Insufficient Evidence”
Overall, I’d say my in-court experience was very good. The whole procedure took less than 30 minutes. I would recommend anyone who received similar tickets to do the same. I was tempted to just pay the fine and move on with life, but glad that I didn’t. Traffic laws shouldn’t be black and white/ bikes are cars.

Grow up, kids. There is no moral justification for you running that red light that doesn’t apply to any of us when we drive, yet I’m sure that most of you, save one idiosyncratic former colleague of mine, don’t want cars doing it. And every time you shoot back with some moronic drivel about how “bikes aren’t cars”, you make it harder to protect the rights of bikes to be on the roadway. “They aren’t cars; you admitted it,” they’ll say, “so get the hell on the sidewalk”.
(by PabloBM on flickr)

I spent years fighting for bicycle facilities and accomodations and basic rights on the Urban Transportation Commission. Many times, we lost a battle we should have won, because idiots like you made it easy for neighborhoods to argue their reactionary case (i.e. Shoal Creek). Whether you’re a racer in bright plumage who doesn’t want to get out of your clipless pedals or a budding young anarchist who thinks the law doesn’t apply to you, it was often your fault when stuff like the Shoal Creek debacle happened. Neighborhood nitwits would make the case that we shouldn’t prioritize bicycle treatments over on-street parking, for instance, because ‘those cyclists don’t care about other road users’ anyways. And it worked, because they were right: you idiots don’t care about other road users.

Don’t feed me the crap about how you can’t hurt anybody with your bike. It’s not true; I almost wrecked a car ten years ago trying to avoid killing an idiot just like you who ran a light across 24th.
(Yes, in case you’re wondering, it was being ganged up on by the Juvenile Anarchist Brigade in a discussion just like this one that finally chased me off the austin-bikes list after years and years of contributing there – after not being allowed to fight fire with fire. Thanks, Mike Librik).

So you, unnamed wanker on the austin-bikes list, are the second recipient of my Worst Person in Austin award.

Congratulations. And ATXBS.com comes in a close second for backing him up on this one.

Even though I’m 96 years old, info I found myself defending teenagers twice recently – as per the following comment on this post on Steve Crossland’s local real estate blog (which I’m also adding a long-overdue link to today). Steve was arguing that the quality of contractors he uses as a property manager is declining dramatically (as a landlord of one unit myself, I can definitely agree with his point), but then placed the blame mostly on today’s kids not wanting to work hard. My response:

I had this same conversation with my dad over Xmas, or at least one very much like it, and I ended up defending teenagers.
Why is it that when we talk about ourSELVES, and our work choices, we think we’re being rational economic actors when we decide to pursue work that offers us the greatest compensation for our effort (whether that be strictly financial or some other compensation), but we expect teenagers to work crappy jobs for low pay just because we had to do it?
Frankly, the importation of so much illegal labor has made it a suckers’ game for teenagers to do a lot of that hard work. My dad was complaining more about fast-food workers all being illegals because the kids didn’t ‘want’ to do that work (I had to point out to him that when I was in high school, the local McDonald’s briefly raised wages to $5.00/hour in the $3.35 minimum days and then had no problem whatsoever getting local kids to work there).
If economics is a good reason for you and I to pick certain jobs, it’s a good reason for them, too. So if you want better tradesmen, you’re going to have to get the contractors to give up on the illegals first, and then invest a bit more in wages to attract locals (no, there’s no such thing as a “job Americans won’t do”, but there damn well are jobs they won’t do for a specified wage – as is true with any occupation).
And like with my field, if you allow outside-of-the-market competition to take all the entry-level jobs (or, if you prefer, discourage Americans from pursuing those jobs), you’re going to see an eventual erosion of the more advanced jobs, too, because you don’t become an experienced senior guy at trade X without spending a number of years working as the junior guy. You touched on this briefly with regards to your favorite handyman, but misidentified the cause.
Insisting that teenagers give up more attractive or more lucrative options just to suffer so we can feel better, uh, ain’t gonna happen.

Austin Bike Blog author Elliott talks about a big meeting with a bunch of folks I usually like and then paraphrases in part 2 from his conversation with the guest of honor:

I also asked him what we could be doing to make Austin better for its citizens. He suggested dedicated bus lanes and bikeways on our busiest transit corridors would do a lot to get people out of their cars (We discuss the route of Capital Metro’s #1 bus which passes within walking distance of 40% of Austin’s employers.)

Gee, price I wonder if there was anybody making the point, say, in 2003-2004, that passing this idiotic commuter rail plan dooms us to basically never getting reserved-guideway transit service on the #1 route along which essentially all the dense employment centers are located? How many of the notables at this meeting (*) spoke up then?
None. M1EK had to do it all his lonesome, even giving up his position on the UTC to do it while everybody else who knew this was the wrong plan shamelessly kept their mouth shut to preserve their access to decision-makers.
Thanks, guys. Thanks a hell of a lot.
(* – like most of these meetings, I, of course, since I have a real job in a real office, couldn’t attend).
Our options going forward are extremely limited. We can’t politically or even pragmatically justify taking lanes on Lamar and Guadalupe now, since we can’t continue northwest with frequent-enough LRT service to get enough people on the trains to make up for the lost car/bus capacity. The CAMPO TWG plan is foundering, but may, twenty years from now, eventually lead to a conversation about rail on Guadalupe, where it belongs now, always has, and always will.
In the meantime, pay attention: those who advocate going along with suburban or other non-Austin interests in the hopes that they’ll take care of us later have a long record of failure to overcome. Everybody knows the #1 corridor is where most transit activity is now and will be in the future. What are we doing about it? Jack Squat.
Update: Elliott’s response was a flavor of the common “why are you such a downer?”, to which I just let fly this analogy-ridden response:

Using my favorite roadtrip analogy:
1. You don’t get the car to New York by insisting that, although we’re heading west on I-10 and approaching the outskirts of El Paso, that everything’s fine and we’re on target for New York – although we may need to go even farther west to get there.
2. You also don’t get the car to New York by letting the guy who read the map wrong the first time continue to think that he read it correctly and should therefore continue to navigate. You give the map to the guy who said you’re supposed to be going northeast rather than west.
3. You also don’t get that car to your destination by downplaying how far off course you went, or you might end up out of gas before you even get back to square one (Austin).
4. Finally, you don’t get your goal by telling the people you’re meeting in New York that you’re still on schedule, even though you’re now, at best, going to be two days late.
(1 = more investment in the Red Line, 2 = not identifying that commuter rail is the problem rather than the solution, 3 = not identifying that commuter rail prevents the 2000 LRT plan from being built, 4 = downplaying obstacles to getting rail on Guadalupe in the real world now that it can’t continue northwest along 2000 alignment).

PS: Crappy formatting care of the fact that I still haven’t bothered to learn CSS. You’re lucky I didn’t do all this with tables, so quit yer yappin’.

Courtesy of the Statesman: For Laura Morrison and Brian Rodgers, geriatrician backroom deals are fine. The irony? This is a backroom deal to define exactly how much openness we’ll require in the future.

Morrison said that, pharm broadly speaking, viagra approved she wanted to make the process more open and add opportunities for public input. But she declined last week in a phone interview to release the draft. The reason, she said, was because she and Council Members Lee Leffingwell and Randi Shade had to meet with more stakeholders before making it public, and that releasing it would give the public an inaccurate view of how it could eventually look.
Morrison had shared her draft with at least one member of the public, Brian Rodgers. That made the draft public, according to open-records attorney Joel White. He added that open-records laws require information requested to be disclosed as soon as possible, and that the 10-day response period is an “outer deadline.”
[…]
We’re still waiting, even though the city is required to release it as soon as possible and Morrison could do so by simply opening her inbox and hitting “send.”

Anybody who believed all that nonsense probably feels as foolish now as I may be feeling soon about the “Meeker = McCracken’s tool” stuff. The entire momentum behind Morrison’s campaign and behind Rodgers’ initiative was to make sure only the right people got input because, technically, we ALL got public input when we elected our city councilpeople. Of course, people with real jobs can’t be at city council during the day and people with family responsibilities can’t spent their days, nights, and evenings as ‘stakeholders’, but, again, that’s the way the ‘granola mafia’ likes it: government by those with the most time on their hands.

I don’t have time for anything but a quick hit, visit so here you go:
As the Statesman indicates, there some councilmembers, most notably Mike Martinez, are balking at the cost of the proposed gigantic solar photovoltaic plant out in the middle of nowhere.
This is a good objection. I commented to this effect at the austinist last week.
One of the primary benefits of solar PV is as a peak demand displacer/replacer. Why would you want that capacity at the other end of your distribution network from the actual customers, where you undergo all the normal distribution losses and don’t get any ancillary benefits for the customer, like shade (cooler roof)?
If you want to invest a bunch of money in PV, and don’t want it to be simply rebates for customer systems, then build an Austin Energy photovoltaic farm on top of a bunch of short, wide, buildings with air-conditioning needs. Like the Convention Center, or the millions of warehouses up off Metric, or Costco. AE still owns the energy, but it’s being delivered to the grid far more efficiently than from the Webberville location.
(Also, an eastern location is kind of stupid as well – there’s a non-trivial difference in hours of sunlight between west and east Austin).
In short, since unlike a coal or natural gas plant, you don’t have to put it in the middle of nowhere, why on earth would you want to, and suffer the same drop-off in power due to transmission that they do? Why not take advantage of the few things solar PV is unquestionably better at – nobody minds it if there’s solar panels on a roof nextdoor; and everybody loves some free shade.
If you wanted to build a solar plant in the middle of nowhere, given all the above, what should you do? Solar thermal – i.e. the mirrors that focus on a bunch of molten salt. Much more efficient than PV, and there are no ancillary benefits like shade that go to waste when you’re out in the middle of nowhere.

Newsweek has a decent story with which I only partly agree, order but the best parts are bits like this one:

Let’s say you’re a tenured professor of economics at Harvard. You have—and have earned—a great deal of stability and security. Your job is guaranteed, view at pretty much the same salary, until retirement. Your employer, which has been around for more than 350 years, isn’t going anywhere.

[…]

If you believe the typical American worker would respond to tax cuts the way a typical tenured Harvard economist would, then it makes all the sense in the world to focus on tax cuts to the exclusion of other types of stimulus. But if you believe the typical American worker might respond to tax cuts the way, say, a typical Cambridge-area worker would, you might be less sure.

I’ve always been skeptical of economists with tenure telling me how I should think about globalization, for instance. Of course, Dr. Mankiw turned off comments at his blog some time ago, so he’ll never get any feedback with which he’s uncomfortable – one more way in which he’s more like those he served at the Bush administration than he would like you to believe.

So a bit more detail has surfaced, ampoule and it turns out that Capital Metro, according to the short description in the latest stimulus proposal from our local governments, is now asking for federal dollars to, hold on your hats:
triple-track the Red Line.
The theory, I guess, is to keep freight service in the middle, and run the DMU trains on the outside tracks.
Here’s what I’m writing to City Council, as we speak:

Dear councilmembers:
Please exercise whatever authority you deem necessary to stop Capital Metro’s insane attempt to use federal stimulus dollars to, as the poorly detailed proposal goes, “triple-track the Red Line”. This is a disastrous attempt to throw good money after bad – the Red Line, even if it had ten tracks, will still never be able to deliver passengers directly to their final destinations, unlike good light rail starter lines in places like Dallas and Houston. This is, and will always be, a commuter rail line that requires people transfer to shuttlebuses, or in the distant future, another rail vehicle, to get to their offices or other destinations.
Investing money in this corridor and this technology is exactly the kind of foolish decision that Capital Metro should be stopped from making – just like how you stopped them from the initial attempt to run Rapid Bus down Guadalupe – another investment of many dollars with little prospective return.
Instead, I urge you to seek federal dollars for the CAMPO TWG urban rail plan – which, unlike Capital Metro’s awful commuter line, can and will serve residents of the city of Austin by directly connecting major activity centers without ridership-killing transfers. It, unlike commuter rail, can eventually be expanded to more and better destinations and dense residential areas. It, unlike commuter rail, can and will generate transit-oriented development which pays the city back and then some for our investment.
In 2004, Capital Metro ignored the needs of their consituents and bought into a technology and route which is a dead-end that can never really be a competitive option for the business of Austin commuters. Even for residents of Leander, the Red Line (with shuttle transfer) is only competitive if we ignore the express buses that already exist today.
Please stop them before they do it again. We don’t have enough rail dollars (local or federal) to build both this ghastly abomination and the urban rail core that can one day bring us what many other light-rail cities have succeeded with.
Sincerely,
Mike Dahmus
City of Austin Urban Transportation Commission, 2000-2005

The first in a new series by M1EK, visit this inspired by various internet fun and maybe Dmitri Martin, more about except not so much funny as it is sad.

Cedar Park and Round Rock pay 0 to Capital Metro. “Other” includes some portions of unincorporated Travis County and a few small jurisdictions like Jonestown. 93% of CM’s budget supposedly comes from the city of Austin (you lately more typically hear “over 90%”).

Continue reading “Listen for M1EK”

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”

Best of Austin

Thanks to the precedent set by the Shoal Creek debacle, doctor this web yet another neighborhood has agitated for, and won, parking in bike lanes. From the Chronicle’s piece:

The stated policy of the city’s bicycle program is to implement no-parking zones for bike lanes when streets are scheduled for maintenance and restriping – which is now the case between Westover and Windsor roads on Exposition. City staff’s recommendation, however, includes allowing parking in bike lanes overnight beginning at 7pm on certain segments, at all times except two three-hour commuting windows on others, and on Sundays on one stretch to accommodate church parking.

At least they expressed the view of the Leage of Bicycling Voters pretty well:

On Tuesday, LOBV President Rob D’Amico said, “The idea of a bike lane is to promote safe bicycle travel at all times … especially at night when riding is most dangerous.”

That is the only sensible view, people. We don’t park cars in (normal) traffic lanes (streets with on-street parking have either marked parking or unmarked lanes – the latter being the case on residential streets where most parking occurs). We shouldn’t park cars in bike lanes either. And as Rob D’Amico points out, nighttime is the time you need the bike lanes the most.
Exposition isn’t a residential street. It’s an arterial roadway – the road all those people go to from the residential streets (and collectors). Even though it has some residences on it, “residential street” has a very distinct meaning here, and Exposition is not one but TWO classifications higher on the food chain. If visitors to these churches or to the residences on Exposition are having trouble finding enough parking, there are options available a short walk away which don’t require that we risk cyclists’ lives.
I don’t envy city staff – who knows what the right thing is to do and yet has to defend this ridiculous policy decision anyways. Place your blame squarely at the foot of city council members who would rather pander to the selfish interests of neighborhood reactionaries than take a stand for public safety (or, even, a stand for parking – marked on-street parking spaces on Exposition without bike lanes would at least be a consistent and reasonable traffic marking).

You might have wondered why I haven’t written about the efforts by Capital Metro to claim their commuter rail service is “light rail” now that the FRA is giving them much more trouble than anticipated with their regulatory oversight. The answer is that I’ve been slammed by the worst bout of Austin allergies yet, page and have had to marshal my diminished concentration on the day job. Important excerpts, visit this site since the Statesman’ news site will probably age this off before too long:

After all, practitioner supporters of the plan said, it won’t be powered with electricity, like most light-rail systems, but rather with diesel engines like commuter rail. It will originate 32 miles away in the suburbs and haul in commuters. The stops would generally be far apart, especially those first few out northwest. This is not light rail, they said. I eventually bought into all this, becoming a bit of a prig about correcting people who called it light rail.

[…]

Turns out that dubbing it commuter rail meant, at least to Uncle Sam and in conjunction with the freight hauled on the same track, that regulation of the line falls under the auspices of the Federal Railroad Administration, not the Federal Transit Administration. And that first agency’s rules for running a passenger train on a line that also has freight trains — albeit at different times of the day or night under Capital Metro’s plan — have much tougher standards for the track control system and the construction of the cars. Capital Metro has been trying for more than two years to get the railroad agency to say yes to its plan, a final nod it has yet to secure.
Earlier this year, Capital Metro tried to change referees, petitioning to have the transit administration take over and waive certain requirements. In pursuit of that effort, Capital Metro chief Fred Gilliam wrote a letter May 22 to James Simpson, administrator of the transit agency.
“Our MetroRail project is clearly an urban rapid transit or light rail system,” he wrote. It was “initially” referred to as urban commuter rail, he said, “to avoid confusion with an earlier proposal that involved electric vehicles.” You know how confused voters can get

I’ve been too overwhelmed with that allergy attack to focus enough to write a good piece, but I couldn’t wait any longer, especially after they posted this on their blog. Here’s my response in their comment section:

This is a misleading article. Nearly nothing in traditional light rail lines would apply to starting DMU service on an existing freight line, and to say that 8 of the 9 stations are within Austin is also incredibly misleading as the two northernmost, the ones that actually have parking, are right on the edge of the city limits and expected to serve primarily non-residents. The remaining “Austin” stations are largely for drop-offs only, and have hardly any residential development within walking distance.
This is a sharp contrast to the 2000 light rail route – which served the same suburban constituencies but also served central Austin.
There’s really nothing urban OR light about this line. It’s standard commuter rail – buy trains and stick them on freight tracks. Period. Just because the FRA gives you trouble is no reason to join Lyndon Henry’s brigade of serial misinformation artists.

In a second comment, I add:

The other key difference, of course, is that a “light railway” could easily be brought straight to UT, the Capitol, and right down the heart of downtown – like that 2000 route does. Our commuter rail vehicles will never be able to do any of those things – they are designed to run on freight railways and cannot make turns that would be necessary to run on anything like a normal light rail route through a true urban area. As a result, essentially every single passenger that rides this thing will be forced to transfer to a shuttle-bus at the work end of their trip. You can’t get any farther away from the idea of light rail than that.

By the crappy arguments promoted by agents of misinformation like the aforementioned Lyndon Henry, if we bought a DMU and ran it in between freight traffic on the UP line that runs down Mopac, that would, too, magically turn into a “light railway”. Of course that’s complete and utter bullshit – everybody knows what ‘light rail’ is – it’s rail and vehicles that can be run through cities without having to demolish a bunch of buildings to make turns, and that doesn’t have to maintain compatibility with freight traffic.
You can expect more from me when I feel better – I need to focus my periods of concentration on my real job in the meantime, but don’t buy this nonsense – it’s NOT light rail – it’s a standard, stupid, shuttle-bus-dependent commuter rail service, even if they do what they’re claiming they might and add a bunch more stations because it will never be capable of running to UT, the Capitol, or even turning downtown to make it to Seaholm. It’s still fundamentally a freight rail line, and the trains we bought are designed to run on freight railways with long turns.
And, my email to our city council:

Please be aware that the decision by Capital Metro to attempt to rebrand (at this late date) their commuter rail service as “light rail” in a desperate attempt to avoid FRA oversight is not supportable by the facts. By their flimsy arguments, if we somehow got Amtrak to increase frequency a bit on the UP line, it would magically turn into a “light railway”.
What we’re building is standard-issue commuter rail (service started on the cheap that only runs on existing freight tracks – and uses vehicles incapable of navigating the turns it would have to take in central Austin to get anywhere worth going without transferring to shuttle buses).
I hope those of you who are board members will disabuse Capital Metro of the notion that simply calling it “light rail” makes it so. It’s still an awful commuter rail service that barely serves Austin at all and can never take passengers to any major destinations without a ridership-killing transfer at the work end of their journey. The city of Austin would be best served by continuing down the path undertaken by the CAMPO TWG which is an actual urban rail system that can and will serve Austin residents in a way commuter rail can never do.
Regards,
Mike Dahmus

Capital Metro has now gone to moderation on comments at their blog, visit this after posting this followup to yesterday’s trial balloon on the “it’s light rail because we say so” front. (Update: Erica says in comments here that they went to moderation because of a nasty personal attack – I have no reason to believe otherwise; they have posted everything I’ve written, viagra so far).
Here’s what I commented to that post:

LRT was actually projected to have ridership in the mid 30s with the minimal operable segment (in 2007); and that was before some major developments have come online (like the Triangle).
Adam, 2000 per day is pathetic. So is the RiverLine’s 9000 per day. And the RiverLine was only able to operate that ‘well’ with those DMUs because they condemned a bunch of corners in downtown Camden in order to run directly to their CBD rather than to one far edge, then relying on shuttle buses for the “last mile”.
We don’t have the ‘luxury’ of a downtown so blighted that it’s no big deal to take corners of blocks here and there to run a porky DMU instead of a true light rail vehicle – which is why our commuter rail line is such a dead end – it can never and will never go to UT, the Capitol, and most of downtown.

Update: They’re really getting desperate over there. Follow the link, and here’s my comment for posterity:

Essentially nobody else other than the agencies in question would consider New Jersey’s service to be “light rail” either. So that’s not really going to convince anybody. They called it “light rail” for the same reason Lyndon Henry’s been doing it – to try to capitalize on the favorable brand image of LRT with people who have had good experiences on true light rail in other cities.
If you were going to bold something, how about this paragraph:

In the meantime, the best strategy for any transit agency interested in developing a shared-use project is to follow FRA’s policy advice and meet with FRA as soon as possible. Ideally, this should be done during the project definition phase and no later than the beginning of preliminary engineering. Transit agencies should recognize the FRA’s broad regulatory authority over shared-use rail transit projects and focus more on obtaining a jurisdictional determination that is compatible with their project mission. The critical shared-use issue for transit agencies to be concerned with is not the FRA’s regulatory authority over shared-use operations. It is the FRA’s jurisdictional determination process and how it relates to defining your project as light rail or commuter rail.

(I’m making a full post about this because I’m tired of having to dig up the links from comments; this is primarily for background for future postings).
Pictures from Camden, healthful NJ, infection on the RiverLine, this site which is also inappropriately labelled “light rail” by the same people trying to mislead you about our starter line here in Austin:

Doesn’t look so bad. Just a bit of a corner, right? Keep going.
Further down the street to the south (down in the first image):

Further:

Try it yourself – click on any one of those images and then drag to navigate along the supposed “light” railway – and see how they managed to get it into the city core.
Any questions? This isn’t light rail – it’s a freight rail line bulldozed through a bunch of city blocks; which we don’t have the latitude to do here in Austin, since our downtown blocks actually have some economic value.

In all this talk about the bailout, tooth how many times have you heard anybody serious in political circles say that we ought to be paying the bill for this with a tax hike on high incomes? Zero? Less than zero? Wouldn’t a conversation about making sure those who benefitted the most from the runup and will benefit most from the bailout pay most of the bill happen in any adult country?
The guys who made all the money, then crashed the financial system, and will be getting bailed out are, actually, apparently set to get a tax break with the AMT and capital gains tax changes being proposed. That’s just seriously regressive no matter how you slice it – we’re apparently either going to pay for this via inflation or via general tax hikes on everybody.
My former cow-orker and I still trade predictions every week or two on whether we’ll be seeing deflation or inflation as a result of all this, but now the rest of you get to share in my brilliance. I’m probably the last crackplogger in America to talk about the financial collapse. Yay!

Or, capsule “M1EK is a downtown-hating car-loving sprawlmonger. Wait, approved what?”
Because I pointed out that most people won’t walk 7 blocks each way from a transit stop to get to their office, among other things, a commenter at the Statesman thinks I’m one of those folks who:

drive[s] around the parking lot at HEB for hours trying to find a good close-in spot. Maybe take a handicap spot if it’s REAL HOT…

and:

Your about to tell me that no one is going to move into those condos and they built too many. Maybe you should do a little looking into that statement before you bore us with it. Every condo built so far has been sold an there’s a waiting list big enough to fill 85% of the ones not done yet. I know because I looked into it, because obviously. I don’t mind walking around downtown.

Go there for the full experience. Anybody who knows me will have diet coke coke shooting out their nose. (Although, for one thing, I can go straight to the handicapped space at HEB, thanks, for the same reason I don’t ride my bike anymore).
Good lord. This is almost, but not quite, as funny as the Tahoe-haver label I got from another cyclist back in the day. Yee-haw!

Best Urban Development Echo Chamber with Chris Bradford, advice 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.

Your dose of humor for the day

Thanks to the precedent set by the Shoal Creek debacle, doctor this web yet another neighborhood has agitated for, and won, parking in bike lanes. From the Chronicle’s piece:

The stated policy of the city’s bicycle program is to implement no-parking zones for bike lanes when streets are scheduled for maintenance and restriping – which is now the case between Westover and Windsor roads on Exposition. City staff’s recommendation, however, includes allowing parking in bike lanes overnight beginning at 7pm on certain segments, at all times except two three-hour commuting windows on others, and on Sundays on one stretch to accommodate church parking.

At least they expressed the view of the Leage of Bicycling Voters pretty well:

On Tuesday, LOBV President Rob D’Amico said, “The idea of a bike lane is to promote safe bicycle travel at all times … especially at night when riding is most dangerous.”

That is the only sensible view, people. We don’t park cars in (normal) traffic lanes (streets with on-street parking have either marked parking or unmarked lanes – the latter being the case on residential streets where most parking occurs). We shouldn’t park cars in bike lanes either. And as Rob D’Amico points out, nighttime is the time you need the bike lanes the most.
Exposition isn’t a residential street. It’s an arterial roadway – the road all those people go to from the residential streets (and collectors). Even though it has some residences on it, “residential street” has a very distinct meaning here, and Exposition is not one but TWO classifications higher on the food chain. If visitors to these churches or to the residences on Exposition are having trouble finding enough parking, there are options available a short walk away which don’t require that we risk cyclists’ lives.
I don’t envy city staff – who knows what the right thing is to do and yet has to defend this ridiculous policy decision anyways. Place your blame squarely at the foot of city council members who would rather pander to the selfish interests of neighborhood reactionaries than take a stand for public safety (or, even, a stand for parking – marked on-street parking spaces on Exposition without bike lanes would at least be a consistent and reasonable traffic marking).

You might have wondered why I haven’t written about the efforts by Capital Metro to claim their commuter rail service is “light rail” now that the FRA is giving them much more trouble than anticipated with their regulatory oversight. The answer is that I’ve been slammed by the worst bout of Austin allergies yet, page and have had to marshal my diminished concentration on the day job. Important excerpts, visit this site since the Statesman’ news site will probably age this off before too long:

After all, practitioner supporters of the plan said, it won’t be powered with electricity, like most light-rail systems, but rather with diesel engines like commuter rail. It will originate 32 miles away in the suburbs and haul in commuters. The stops would generally be far apart, especially those first few out northwest. This is not light rail, they said. I eventually bought into all this, becoming a bit of a prig about correcting people who called it light rail.

[…]

Turns out that dubbing it commuter rail meant, at least to Uncle Sam and in conjunction with the freight hauled on the same track, that regulation of the line falls under the auspices of the Federal Railroad Administration, not the Federal Transit Administration. And that first agency’s rules for running a passenger train on a line that also has freight trains — albeit at different times of the day or night under Capital Metro’s plan — have much tougher standards for the track control system and the construction of the cars. Capital Metro has been trying for more than two years to get the railroad agency to say yes to its plan, a final nod it has yet to secure.
Earlier this year, Capital Metro tried to change referees, petitioning to have the transit administration take over and waive certain requirements. In pursuit of that effort, Capital Metro chief Fred Gilliam wrote a letter May 22 to James Simpson, administrator of the transit agency.
“Our MetroRail project is clearly an urban rapid transit or light rail system,” he wrote. It was “initially” referred to as urban commuter rail, he said, “to avoid confusion with an earlier proposal that involved electric vehicles.” You know how confused voters can get

I’ve been too overwhelmed with that allergy attack to focus enough to write a good piece, but I couldn’t wait any longer, especially after they posted this on their blog. Here’s my response in their comment section:

This is a misleading article. Nearly nothing in traditional light rail lines would apply to starting DMU service on an existing freight line, and to say that 8 of the 9 stations are within Austin is also incredibly misleading as the two northernmost, the ones that actually have parking, are right on the edge of the city limits and expected to serve primarily non-residents. The remaining “Austin” stations are largely for drop-offs only, and have hardly any residential development within walking distance.
This is a sharp contrast to the 2000 light rail route – which served the same suburban constituencies but also served central Austin.
There’s really nothing urban OR light about this line. It’s standard commuter rail – buy trains and stick them on freight tracks. Period. Just because the FRA gives you trouble is no reason to join Lyndon Henry’s brigade of serial misinformation artists.

In a second comment, I add:

The other key difference, of course, is that a “light railway” could easily be brought straight to UT, the Capitol, and right down the heart of downtown – like that 2000 route does. Our commuter rail vehicles will never be able to do any of those things – they are designed to run on freight railways and cannot make turns that would be necessary to run on anything like a normal light rail route through a true urban area. As a result, essentially every single passenger that rides this thing will be forced to transfer to a shuttle-bus at the work end of their trip. You can’t get any farther away from the idea of light rail than that.

By the crappy arguments promoted by agents of misinformation like the aforementioned Lyndon Henry, if we bought a DMU and ran it in between freight traffic on the UP line that runs down Mopac, that would, too, magically turn into a “light railway”. Of course that’s complete and utter bullshit – everybody knows what ‘light rail’ is – it’s rail and vehicles that can be run through cities without having to demolish a bunch of buildings to make turns, and that doesn’t have to maintain compatibility with freight traffic.
You can expect more from me when I feel better – I need to focus my periods of concentration on my real job in the meantime, but don’t buy this nonsense – it’s NOT light rail – it’s a standard, stupid, shuttle-bus-dependent commuter rail service, even if they do what they’re claiming they might and add a bunch more stations because it will never be capable of running to UT, the Capitol, or even turning downtown to make it to Seaholm. It’s still fundamentally a freight rail line, and the trains we bought are designed to run on freight railways with long turns.
And, my email to our city council:

Please be aware that the decision by Capital Metro to attempt to rebrand (at this late date) their commuter rail service as “light rail” in a desperate attempt to avoid FRA oversight is not supportable by the facts. By their flimsy arguments, if we somehow got Amtrak to increase frequency a bit on the UP line, it would magically turn into a “light railway”.
What we’re building is standard-issue commuter rail (service started on the cheap that only runs on existing freight tracks – and uses vehicles incapable of navigating the turns it would have to take in central Austin to get anywhere worth going without transferring to shuttle buses).
I hope those of you who are board members will disabuse Capital Metro of the notion that simply calling it “light rail” makes it so. It’s still an awful commuter rail service that barely serves Austin at all and can never take passengers to any major destinations without a ridership-killing transfer at the work end of their journey. The city of Austin would be best served by continuing down the path undertaken by the CAMPO TWG which is an actual urban rail system that can and will serve Austin residents in a way commuter rail can never do.
Regards,
Mike Dahmus

Capital Metro has now gone to moderation on comments at their blog, visit this after posting this followup to yesterday’s trial balloon on the “it’s light rail because we say so” front. (Update: Erica says in comments here that they went to moderation because of a nasty personal attack – I have no reason to believe otherwise; they have posted everything I’ve written, viagra so far).
Here’s what I commented to that post:

LRT was actually projected to have ridership in the mid 30s with the minimal operable segment (in 2007); and that was before some major developments have come online (like the Triangle).
Adam, 2000 per day is pathetic. So is the RiverLine’s 9000 per day. And the RiverLine was only able to operate that ‘well’ with those DMUs because they condemned a bunch of corners in downtown Camden in order to run directly to their CBD rather than to one far edge, then relying on shuttle buses for the “last mile”.
We don’t have the ‘luxury’ of a downtown so blighted that it’s no big deal to take corners of blocks here and there to run a porky DMU instead of a true light rail vehicle – which is why our commuter rail line is such a dead end – it can never and will never go to UT, the Capitol, and most of downtown.

Update: They’re really getting desperate over there. Follow the link, and here’s my comment for posterity:

Essentially nobody else other than the agencies in question would consider New Jersey’s service to be “light rail” either. So that’s not really going to convince anybody. They called it “light rail” for the same reason Lyndon Henry’s been doing it – to try to capitalize on the favorable brand image of LRT with people who have had good experiences on true light rail in other cities.
If you were going to bold something, how about this paragraph:

In the meantime, the best strategy for any transit agency interested in developing a shared-use project is to follow FRA’s policy advice and meet with FRA as soon as possible. Ideally, this should be done during the project definition phase and no later than the beginning of preliminary engineering. Transit agencies should recognize the FRA’s broad regulatory authority over shared-use rail transit projects and focus more on obtaining a jurisdictional determination that is compatible with their project mission. The critical shared-use issue for transit agencies to be concerned with is not the FRA’s regulatory authority over shared-use operations. It is the FRA’s jurisdictional determination process and how it relates to defining your project as light rail or commuter rail.

(I’m making a full post about this because I’m tired of having to dig up the links from comments; this is primarily for background for future postings).
Pictures from Camden, healthful NJ, infection on the RiverLine, this site which is also inappropriately labelled “light rail” by the same people trying to mislead you about our starter line here in Austin:

Doesn’t look so bad. Just a bit of a corner, right? Keep going.
Further down the street to the south (down in the first image):

Further:

Try it yourself – click on any one of those images and then drag to navigate along the supposed “light” railway – and see how they managed to get it into the city core.
Any questions? This isn’t light rail – it’s a freight rail line bulldozed through a bunch of city blocks; which we don’t have the latitude to do here in Austin, since our downtown blocks actually have some economic value.

In all this talk about the bailout, tooth how many times have you heard anybody serious in political circles say that we ought to be paying the bill for this with a tax hike on high incomes? Zero? Less than zero? Wouldn’t a conversation about making sure those who benefitted the most from the runup and will benefit most from the bailout pay most of the bill happen in any adult country?
The guys who made all the money, then crashed the financial system, and will be getting bailed out are, actually, apparently set to get a tax break with the AMT and capital gains tax changes being proposed. That’s just seriously regressive no matter how you slice it – we’re apparently either going to pay for this via inflation or via general tax hikes on everybody.
My former cow-orker and I still trade predictions every week or two on whether we’ll be seeing deflation or inflation as a result of all this, but now the rest of you get to share in my brilliance. I’m probably the last crackplogger in America to talk about the financial collapse. Yay!

Or, capsule “M1EK is a downtown-hating car-loving sprawlmonger. Wait, approved what?”
Because I pointed out that most people won’t walk 7 blocks each way from a transit stop to get to their office, among other things, a commenter at the Statesman thinks I’m one of those folks who:

drive[s] around the parking lot at HEB for hours trying to find a good close-in spot. Maybe take a handicap spot if it’s REAL HOT…

and:

Your about to tell me that no one is going to move into those condos and they built too many. Maybe you should do a little looking into that statement before you bore us with it. Every condo built so far has been sold an there’s a waiting list big enough to fill 85% of the ones not done yet. I know because I looked into it, because obviously. I don’t mind walking around downtown.

Go there for the full experience. Anybody who knows me will have diet coke coke shooting out their nose. (Although, for one thing, I can go straight to the handicapped space at HEB, thanks, for the same reason I don’t ride my bike anymore).
Good lord. This is almost, but not quite, as funny as the Tahoe-haver label I got from another cyclist back in the day. Yee-haw!

Austin Contrarian on Austin Rail

Sorry for the long break. I’ve been on business trips to Jebusland for 3 of the last 7 weeks, malady about it and had a vacation in the middle, angina and very busy even when here. Although I’m still busy, order I at least have a minute (not enough time to grab any good pictures; since my google-fu was too weak to get something quickly).

I took the family on a short vacation to visit family in State College, home of Penn State (where I went to school and spent the first 9 years of my life – my grandmother still lives in the same neighborhood as the Paternos). On this trip, since my wife is still recovering from Achilles surgery, we didn’t spend much time walking through campus as we normally would – we instead spent our time driving around the edges of campus. This was an interesting contrast for me, since I spend quite a bit of time driving around the edge of another major university’s campus right here in Austin. Let’s compare.

Penn State:

There’s a signed and marked bike route which starts on the north end of campus (which is bounded by the old residential neighborhood in which my grandmother lives). This bike route says “Campus and Downtown”. It was added shortly before my college years but has been improved since then on each end and consists mainly of off-street paths (sharrows on the street in the neighborhood north of campus, although done poorly). Automobile traffic can still enter the campus from the north in several places, but is then shunted off to the corners – you can no longer go completely through campus from north to south by automobile. Pedestrian accomodations on this side of campus haven’t changed for decades – a pleasant cool walk under tons and tons of trees.

On the south side of campus is the downtown area – the area most analogous to The Drag; fronting College Avenue, part of a one-way couplet which carries State Route 26 through the area (other half is two blocks away, called Beaver Avenue). College Avenue has two through lanes of traffic. Shops line the road at a pleasingly short pedestrian-oriented setback, except for a few places (one a church, one a surface parking lot). Pedestrians, counting both sides of the street, get a bit more space than do cars – and cars have to stop almost every block at a traffic light. The speed limit here is 25; you can rarely go that fast. There is plenty of on-street parking. Again, there’s places where cars can penetrate campus a bit, but they can’t go through campus this direction. Bicycle access from the south comes from a major bike route (with bike lanes that end short of campus) on Garner St. – which then allows bicyclists to continue while motorists have to exit by turning a corner towards the stadium. Two images of the corner of Allen and College from different angles:
College and Allen; shot by ehpien on flickr
From WikiMedia commons

East and west at Penn State aren’t as important – the west side fronts US 322 Business (and a major automobile access point was closed; a classroom building now spans the whole old highway!). The east side is primarily for access to sports facilities and the agricultural areas. Ped access from the west is mediocre unless you feel like going through that classroom building, but not very important if you don’t since there’s not much other reason to be over there. Access from the east is the main future area for improvement – although it’s still of a caliber that we would kill for here in Austin; with 2-lane roadways and 30-35 mph speed limits; traffic signals everywhere pedestrians go in reasonable numbers; etc.
Penn State and the town of State College have made it inviting to walk to and through campus, and have made it at pleasant as possible to bike there. Some students still drive, of course, but most cars are warehoused most of the time.

UTier2-West
On UT’s west side, Guadalupe is a wide choking monstrosity (4 car lanes with 2 bike lanes – one of which functions pretty well and the other of which was a good attempt that fails in practice due to bad driver behavior). On-street parking exists but is rather difficult to use for its intended purpose; but the merchants will still defend it tooth and nail. Despite having even more students living across this road that need to walk to UT than the analogous group at Penn State, there are fewer pedestrian crossings and they are far less attractive; and there is no bicycle access from the west that indicates any desire at all to promoting this mode of transportation. Although you can’t completely get through campus from west to east, you can get a lot farther in than you can at Penn State, and the pedestrian environment suffers for it. The city won’t put any more traffic signals on Guadalupe even though there’s thousands of pedestrians; and the built environment on Guadalupe is ghastly, with far too much surface parking and far too little in the way of street trees. This shot is about as good as it gets on Guadalupe:

(note: reformatted in 2015 and noticed the shot from 2008 is no longer available. Try this streetview for a representative sample).

On the east side of campus, there’s I-35. You’d think this would be much worse than the Guadalupe side for everybody, but at least bicyclists can use Manor Road, which is pretty civilized (better than anything on the west side). Pedestrians are pretty much screwed – noisy, stinky, and hot is no way to walk through life, son.

UT’s north side is similarly ghastly. A road clearly designed for high-speed motor vehicle traffic and then gruesomely underposted at 30 mph; way too wide and lots of surface parking. For pedestrians, this edge of campus sucks – for cyclists, it’s OK to penetrate, but then UT destroyed through access for cyclists by turning Speedway into UT’s underwhelming idea of a pedestrian mall (hint: this is what one really looks like). I could write a whole post on that (and may someday), but the short version is that years ago, UT came to our commission (UTC) with a master plan that crowed about how much they were promoting cycling, yet the only actual change from current conditions was destroying the only good cycling route to and through campus. Yeah, they put up showers and lockers – but that’s not going to help if the route TO the showers and lockers is awful enough, and it is. You’ll get a lot of cyclists at almost any university just because a lot of students won’t have cars and because parking isn’t free and plentiful, but if you really want to take it to the next level, I’m pretty confident that eliminating your one good bike route isn’t the way to go about it.

Since I went to Penn State (1989-1992), access for pedestrians and bicyclists has actually gradually improved, even though it already was much better than UT, and the campus has become more and more livable. More people walk and bike; fewer people drive; and it’s a more enjoyable place than it was before. Since I moved to Austin (1996), the environment for pedestrians and bicyclists travelling to and through UT has actually gotten worse – they’re still coasting on the fact that a lot of the area was developed before everybody had a car. Almost every decision they have made since then has been hostile to bicyclists and at least indifferent to pedestrians. As a result, a much larger proportion of students in the area have cars that they use much more often. (Just comparing near-campus-but-off-campus residents here). The recent long-overdue developments in West Campus are a start, but the built environment on the edge of campus has to dramatically change for UT to be anything more than laughable compared to other major college campuses’ interfaces with business districts.

Bonus coverage: The area I was staying in in Huntsville, AL is right next to the ‘campus’ for Alabama-Huntsville. The least said about that, the better – the area in general is like US 183 before the freeway upgrades, except even uglier (if that’s possible); and their campus has literally nowhere to walk to – my guess is that every student there has a car, even though the place is clearly not a commuter school.
A note I just sent to the morning show guys at KLBJ after I got to work late from the car dealer:

Ed and Mark, grip
I heard your conversation with Lamar Smith while coming late to work today from the car dealer. While his figure of 20% for ANWR’s possible increase to US oil production is higher than anything I’ve ever seen anybody say, that’s not the most relevant thing: the more important point is that oil is priced on the world market (it’s ‘fungible’), so it doesn’t matter whether the US produces 1% or 99% as much oil as we consume; what matters is the world supply and demand (unless we were to nationalize our oil industry and force ‘our’ oil to be sold to us at a discount).
I wrote a short post on this a few weeks ago; finding it ironic that the party that has stood for supposed economic literacy and against nationalization is proposing a plan that can only work if you ignore one or both. Here’s the link: http://mdahmus.monkeysystems.com/blog/archives/000515.html
Regards,
Mike Dahmus
mike@dahmus.org

Quick hit: About to leave on a business trip to Yuma, sickness and have to hit a discount store on the drive from Phoenix to pick up some stuff. Guess what, rheumatologist RG4N? information pills +Phoenix,+AZ&daddr=7409+W+Virginia+Ave,+Phoenix,+AZ&hl=en&geocode=&mra=ls&sll=37.0625,-95.677068&sspn=33.901528,72.861328&ie=UTF8&t=h&z=12″>The Target I’m going to hit is NOT “on the freeway”; nor is the mall across the street.

Since I’m stuck driving 200 miles a day in the desert here in Yuma with no internet access except at hotel at evening, sildenafil please go over to Austin Contrarian’s take on Austin rail – to which I’ve commented a few times already.

A tale of the edges of two campuses

Sorry for the long break. I’ve been on business trips to Jebusland for 3 of the last 7 weeks, malady about it and had a vacation in the middle, angina and very busy even when here. Although I’m still busy, order I at least have a minute (not enough time to grab any good pictures; since my google-fu was too weak to get something quickly).

I took the family on a short vacation to visit family in State College, home of Penn State (where I went to school and spent the first 9 years of my life – my grandmother still lives in the same neighborhood as the Paternos). On this trip, since my wife is still recovering from Achilles surgery, we didn’t spend much time walking through campus as we normally would – we instead spent our time driving around the edges of campus. This was an interesting contrast for me, since I spend quite a bit of time driving around the edge of another major university’s campus right here in Austin. Let’s compare.

Penn State:

There’s a signed and marked bike route which starts on the north end of campus (which is bounded by the old residential neighborhood in which my grandmother lives). This bike route says “Campus and Downtown”. It was added shortly before my college years but has been improved since then on each end and consists mainly of off-street paths (sharrows on the street in the neighborhood north of campus, although done poorly). Automobile traffic can still enter the campus from the north in several places, but is then shunted off to the corners – you can no longer go completely through campus from north to south by automobile. Pedestrian accomodations on this side of campus haven’t changed for decades – a pleasant cool walk under tons and tons of trees.

On the south side of campus is the downtown area – the area most analogous to The Drag; fronting College Avenue, part of a one-way couplet which carries State Route 26 through the area (other half is two blocks away, called Beaver Avenue). College Avenue has two through lanes of traffic. Shops line the road at a pleasingly short pedestrian-oriented setback, except for a few places (one a church, one a surface parking lot). Pedestrians, counting both sides of the street, get a bit more space than do cars – and cars have to stop almost every block at a traffic light. The speed limit here is 25; you can rarely go that fast. There is plenty of on-street parking. Again, there’s places where cars can penetrate campus a bit, but they can’t go through campus this direction. Bicycle access from the south comes from a major bike route (with bike lanes that end short of campus) on Garner St. – which then allows bicyclists to continue while motorists have to exit by turning a corner towards the stadium. Two images of the corner of Allen and College from different angles:
College and Allen; shot by ehpien on flickr
From WikiMedia commons

East and west at Penn State aren’t as important – the west side fronts US 322 Business (and a major automobile access point was closed; a classroom building now spans the whole old highway!). The east side is primarily for access to sports facilities and the agricultural areas. Ped access from the west is mediocre unless you feel like going through that classroom building, but not very important if you don’t since there’s not much other reason to be over there. Access from the east is the main future area for improvement – although it’s still of a caliber that we would kill for here in Austin; with 2-lane roadways and 30-35 mph speed limits; traffic signals everywhere pedestrians go in reasonable numbers; etc.
Penn State and the town of State College have made it inviting to walk to and through campus, and have made it at pleasant as possible to bike there. Some students still drive, of course, but most cars are warehoused most of the time.

UTier2-West
On UT’s west side, Guadalupe is a wide choking monstrosity (4 car lanes with 2 bike lanes – one of which functions pretty well and the other of which was a good attempt that fails in practice due to bad driver behavior). On-street parking exists but is rather difficult to use for its intended purpose; but the merchants will still defend it tooth and nail. Despite having even more students living across this road that need to walk to UT than the analogous group at Penn State, there are fewer pedestrian crossings and they are far less attractive; and there is no bicycle access from the west that indicates any desire at all to promoting this mode of transportation. Although you can’t completely get through campus from west to east, you can get a lot farther in than you can at Penn State, and the pedestrian environment suffers for it. The city won’t put any more traffic signals on Guadalupe even though there’s thousands of pedestrians; and the built environment on Guadalupe is ghastly, with far too much surface parking and far too little in the way of street trees. This shot is about as good as it gets on Guadalupe:

(note: reformatted in 2015 and noticed the shot from 2008 is no longer available. Try this streetview for a representative sample).

On the east side of campus, there’s I-35. You’d think this would be much worse than the Guadalupe side for everybody, but at least bicyclists can use Manor Road, which is pretty civilized (better than anything on the west side). Pedestrians are pretty much screwed – noisy, stinky, and hot is no way to walk through life, son.

UT’s north side is similarly ghastly. A road clearly designed for high-speed motor vehicle traffic and then gruesomely underposted at 30 mph; way too wide and lots of surface parking. For pedestrians, this edge of campus sucks – for cyclists, it’s OK to penetrate, but then UT destroyed through access for cyclists by turning Speedway into UT’s underwhelming idea of a pedestrian mall (hint: this is what one really looks like). I could write a whole post on that (and may someday), but the short version is that years ago, UT came to our commission (UTC) with a master plan that crowed about how much they were promoting cycling, yet the only actual change from current conditions was destroying the only good cycling route to and through campus. Yeah, they put up showers and lockers – but that’s not going to help if the route TO the showers and lockers is awful enough, and it is. You’ll get a lot of cyclists at almost any university just because a lot of students won’t have cars and because parking isn’t free and plentiful, but if you really want to take it to the next level, I’m pretty confident that eliminating your one good bike route isn’t the way to go about it.

Since I went to Penn State (1989-1992), access for pedestrians and bicyclists has actually gradually improved, even though it already was much better than UT, and the campus has become more and more livable. More people walk and bike; fewer people drive; and it’s a more enjoyable place than it was before. Since I moved to Austin (1996), the environment for pedestrians and bicyclists travelling to and through UT has actually gotten worse – they’re still coasting on the fact that a lot of the area was developed before everybody had a car. Almost every decision they have made since then has been hostile to bicyclists and at least indifferent to pedestrians. As a result, a much larger proportion of students in the area have cars that they use much more often. (Just comparing near-campus-but-off-campus residents here). The recent long-overdue developments in West Campus are a start, but the built environment on the edge of campus has to dramatically change for UT to be anything more than laughable compared to other major college campuses’ interfaces with business districts.

Bonus coverage: The area I was staying in in Huntsville, AL is right next to the ‘campus’ for Alabama-Huntsville. The least said about that, the better – the area in general is like US 183 before the freeway upgrades, except even uglier (if that’s possible); and their campus has literally nowhere to walk to – my guess is that every student there has a car, even though the place is clearly not a commuter school.

In print again

The acronym is for “Bike Commutes I Have Known And Loved”.
I was impelled to get going again by witnessing a lady trying to keep her bike on about one inch of pavement on the uphill shoulderless windy part of Bee Caves this morning on my drive to work. Stay tuned for #3, advice help brave soul; there’s really no need for you to ride on that ungodly stretch.
Same format as before.
Bike Commutes I Have Known And Loved #2: Central Austin (Clarksville) to Northwest Austin (183 corridor) – four different offices in four years for S3.
Timeframe: June 1998- December 2001
Rough sketch of first half of route (the common part)
Common second part of routes to first, third, fourth offices (Bull Creek/Hancock to Mesa/Hyridge)
Second part of route to second, temporary, office (Spicewood Springs)
Final part of route to first office (Jollyville/Oak Knoll)
Final part of route to third office (Riata)
Final part of route to fourth office (Centaur)
Background: This is kind of a long one – S3 had one office when I started; were in negotiations to move to a nicer newer one but got stalled out by an acquisition which ended up pushing us into a temporary sublease for six months or so; and then when Via acquired S3, many of my coworkers left and I worked from home for a year, only to return to a temporary office in a building leased by Centaur (another of their companies) until S3 closed that office in December 2001, and I had to go find work in the middle of the dot-com bust (hooray!). All three share a common first third or so, and two are virtually identical, so they’re all grouped together here. The Riata commute was the one I actually made into the slideshow you see pictures from throughout this and the previous article.
Bike used: Mostly my old touring bike (since stolen) that I acquired for $200 used from austin.forsale.
Distance/Time: 10-15 miles each way; much longer in the morning due to hills – on days I biked all the way in on the longer versions, about 90-100 minutes. Trip home was 45 minutes or so.
Showers: Only the Riata office. For the mornings, I did the bus boost sometimes, and other times relied on cooler weather and the bathroom washcloth trick.
Route and comments:
By this point, I was becoming more comfortable asserting my position on the road, which is good since Jollyville didn’t yet have bike lanes.
First segments: To Bull Creek/Hancock: See first commute.
Second segment: Either up Shoal Creek or cross Mopac: The trick on all these commutes is where you shift from one good corridor (Bull Creek / Shoal Creek) to another (Mesa). There’s four crossings of Mopac which are accessible from here; I’ll briefly touch on them and talk about where I used them.

  1. Hancock: No on-ramps, which is nice, but a lot of debris, and requires a lot more hills if you are going particularly far north on the Mesa corridor. I used this crossing for the 2nd commute, at our temporary sublease on Spicewood Springs west of Mesa.
  2. Far West: A lot of novice cyclists take this one because the crossing TO Mopac is on a bike/ped bridge over the railroad, but then you’re dumped right into on-ramp traffic. I didn’t like this one as either a novice or an experienced cyclist.
  3. Spicewood Springs: Great downhill, but awful uphill – big hill, lots of traffic, ramps. Not recommended outbound. I used this one on the way home almost all the time.
  4. Steck: Best choice for uphill – least hill; most shade; least traffic (still have onramps to deal with, but they’re less busy than the other two choices). Downhill not so great – lose momentum at a 4-way stop.
  • Segment #3: (commute #2 only): I rode up Balcones (ignore the map where it says it’s part of Mopac; I picked the wrong segment on the map) – you can actually ride up high on a nice shoulder looking down at the traffic below; nice in the mornings. Then you get to go up a pretty bad but short hill on North Hills (where northbound traffic on Balcones ends), then follow North Hills parallel to Far West all the way up to Mesa. Commute #2 is basically done here – just head up Mesa in the hilly bumpy bike lanes, hop on Spicewood and head west.
    Segment #3: Shoal Creek to Steck (other 3 commutes): see last chapter.
    Segment #4: Shoal Creek to Mesa via Steck: Steck looks scary the first time but is actually very civilized – you can keep up with traffic on the downhill heading west, and by the time you slow down on the uphill, the light’s almost always red anyways. Crossing the bridge is the most stressful part – pump hard until you get to the other side to let the cars by, and then enjoy the shade on the short sharp uphill as the right lane turns into a bike lane. Then relax and go slow for a while and catch your breath. It’s a niice ride all the way up to Mesa – shade opportunities, little traffic, bike lane.
    Segment #5: Up Mesa. Mesa has bike lanes up here, still. Fought various battles with high school over cars parked in the bike lane for years – probably still happening now. Look for Hyridge (my last commute just went straight to the end of Mesa). Left on Hyridge.
    Segment #6: Across Loop 360. Two choices here; be a pedestrian and avoid a big hill, or be a cyclist and be tough. The pedestrian route takes you all the way to Old Jollyville, then left, then walk your bike across Loop 360 into the Arboretum. The less said the better (although if I got to this point and had no energy left, I did it once in a while). The bike route goes like this: Down Hyridge, split off at Mountain Ridge, BIG downhill, short uphill, and out to 360. Ride on shoulder for about 100 feet, then cut across traffic into the left turn lane for Arboretum Blvd (the cutout with no traffic light). Take your time here – no rush! Huge hill coming up. Turn across the southbound lanes onto Arboretum Blvd and then get ready for my least favorite hill – all the way up to the thing that looks like a roundabout but really isn’t at the Jollyville entrance to the Arboretum. I occasionally had to walk up this hill in the early days. The trip home is a bit different: Go through the uphill (183 side) of the Arboretum, hop on the 183 frontage for about 100 feet to get through the 360 light, then off on Old Jollyville. This is stressful at first but once you get used to it is no big deal, and you avoid some big hills.
    Segment #7: Up Jollyville: When I did these commutes, there were no bike lanes on Jollyville – but I was experienced enough not to need them (although I liked them when they showed up later). Nice flat (in comparison) ride – pick up some speed here and get a breeze going. Brutal the other way in the afternoon against the inevitable summer headwind out of the south. Very little traffic in the mornings by the late end of rush hour. On the Riata commute, I’d turn at Duval and head over to the 183 frontage; for the first office I’d head straight on to almost Oak Knoll and be done. (note my comment about high gas prices – zoom into the picture).
    Segment #8: Riata – luckily by this point I was pretty fearless as most people shy away from the frontage road. Not much traffic on this part – just quick hop from Duval to Riata Trace Parkway.
    Modifications for trip home: On all of these commutes, I’d cross Mopac on Spicewood Springs – a nice downhill from Mesa to Mopac with no stops; could easily keep up with the cars going 35. The light at Mopac was the only stressful bit; just pump hard to get over the railroad tracks and down the hill to Shoal Creek and then rejoin the outbound route.
    Bus boost possibility: Very high. The 183-corridor express buses drop off at Jollyville across from Riata (Riata actually got credit for being close to this park-and-ride, even though the road connecting Riata to it was cut in half by the freeway, requiring far too long a walk for anybody to really use the bus from there except as a cyclist). These buses are fast enough that you lose very little time compared to the drive, if you time your arrival correctly. (This applied to the two commutes out here; the other two had bus boost possibilities on the #19 in both cases and the #3 in the Centaur case – but those are slow in comparison). I used this express bus boost quite often – especially on days where I wanted to bike some but couldn’t afford to spend an extra 2 hours on it.
    Ratings:

      Rating Notes
    Physical difficulty 5 Big hills in spots in the morning. Afternoon is mostly easy except for the headwind stretch on Jollyville heading south
    Scary factor 7 Steck and 360 crossings scary – but there are less scary (although more hilly) alternatives.
    Exercise efficiency 9 out of 10 Large time investment required in morning but very strenuous exercise; afternoon commute took about 45 minutes compared to 35-40 in car.
    Enjoyment 5 out of 10 Nice and shady in spots; lots of waiting at lights.
    Services/Safety 9 out of 10 Plenty of opportunities to hop on a bus with a flat tire, which I had to do many times on these commutes. Plenty of convenience stores. A bike shop or two up north.

    Overall conclusion: A good medium commute – a novice would be advised to consider the pedestrian approach at 360 for a bit at the start or use the bus boost to avoid that altogether.

    I often make fun of commuter rail for not going where it needs to go – but in this case I’m kind of on the opposite end of the spectrum. Here’s a comment/letter I just sent the Chronicle in response to coverage of a recent UT meeting about streetcar:

    It would be really swell if every time this issue came up, visit people writing articles would be really clear about what’s being proposed by various folks, esophagitis especially on the issue of dedicated runningway (shared lane vs. reserved lane).
    For instance, viagra a streetcar on Speedway sounds a lot better to me too; and Guadalupe sounds better still, since Guadalupe is where all the current and most of the future residential density and other activity is. But are Black and Gadbois and whomever else suggesting reserved lanes on their routes (as in 2000’s light rail plan on Guadalupe), or that it would be sharing a lane with buses/cars (as in Cap Metro’s original, execrable, Future Connections proposal on San Jacinto)? This makes a HUGE difference – a streetcar without its own lane is actually even WORSE than a bus in speed and reliability – and is thus a complete waste of time and money.
    While we probably can’t now justify taking a lane on Guadalupe without the suburban ridership the 2000 route would have brought in, at least the McCracken/Wynn TWG proposal (streetcar running in dedicated lanes, albeit on San Jacinto) is capable of being expanded that direction later on; while commuter rail is a complete dead-end.

    The problem here is that a streetcar on the “right route” (Guadalupe) that doesn’t have its own lane will be even worse than the existing bus service there. Commuter rail has its own lane, in a sense, but doesn’t go anywhere you actually want to go – and your transfer is going to be to a crappy shuttle-bus stuck in traffic (without its own lane). I guess I slot San Jacinto somewhere in the middle between the poles of “where most people want to go” (Guadalupe) and “nobody wants to go” (Airport Blvd). But the biggest difference is that streetcar that runs on San Jacinto in its own lane might someday be able to be branched over to Guadalupe while commuter rail can never be brought anywhere you actually want to go.

    on 590 KLBJ. A fortuitous series of coincidences – I was unable to sleep this morning so was heading in very early; in the car; listening to the morning show and I called in, neurologist and actually got the screener right away – and they held me for a full segment at about 7:20. The format is difficult – I think I hit all the major points but of course didn’t make too much headway with those guys, read more but would be interested to hear from anybody who was listening.
    Points I hit:

    • More commuter (heavy) rail service isn’t helpful (response to Ed); can’t get close enough to walk to where you want to go, and no, people won’t transfer to buses from trains if they won’t take much better express buses straight to their destination today.
    • This system will likely have its own lane on much of its route – meaning it won’t be ‘competing’ with cars in the sense most people understand it.
    • Taxes: Yes, there will likely be some tax-increment-financing (one of the more likely financing buckets floated by Councilmember McCracken). No, it’s not reasonable to complain that this only benefits central Austin – first, it benefits commuter rail passengers, and second, central Austin generates most of Capital Metro’s tax revenues.
    • A couple trains can carry as many people as a traffic lane on one of these streets can carry in a whole hour. So if you run more than a couple per hour, you’re increasing commuting capacity into downtown.
    • I’d prefer the 2000 light rail plan, which is basically what everybody else did that has succeeded.

    Chime in if you were up early enough to hear, please. I’m always nervous that I talk too fast / stutter in events like this.

    This is going to be a bit disjoint – I’m typing this at 6:25 at a Pizza Hut in Huntsville, malady AL (no buffet; waiting for my personal pan pizza; do they still do this?) after having gotten up at 4AM to fly to Nashville and then drive 2 hours down here, then working all day with the other companies on a project for my day job.
    After the original unveiling of the streetcar plan promised complete dedicated guideway, ROMA has begun the inevitable backing away process – now saying that dedicated guideway is unlikely on Manor and Congress. Neither one makes sense, but ROMA is likely a believer in the “magic streetcar fairy dust” (note to readers: remind me to write an article on this phenomenon; in short: the theory that streetcars are so great that people won’t mind being stuck in traffic). Let’s look at Manor in particular.
    At the original public unveiling of the plan, yours truly stood up and asked why Manor couldn’t be singletracked instead of condemning right-of-way to build dedicated doubletrack. An anonymous jackass on the skyscraperpage forum (who I believe to be either Lyndon Henry or Dave Dobbs) scoffed at the idea, but it’s time to consider it again, since ROMA has apparently decided that expanding the right-of-way of Manor is now off the table.
    The problem: Manor doesn’t have enough width for a car lane each way and one “train lane” each way. (Current configuration is 2 bike lanes, 2 through lanes, and a center-turn lane). There’s ALMOST enough width to run reserved-guideway rail and keep one through lane each way if you lose the bike lanes, but not quite. The old configuration of Manor prior to the installation of bike lanes was 4 through lanes, but they were probably too narrow to support car next to train operation (at least, that’s what I’m assuming).
    ROMA’s solution: Run the streetcar in with regular traffic. Sounds fine, right? There’s not much traffic on Manor today by any reasonable standard.
    Why ROMA’s solution stinks: If there’s going to be enough traffic headed downtown to fill streetcars in 5 years when a lot more people live at Mueller, there’s also going to be a lot more people driving on Manor (which is the smartest driving route to UT, and probably right up there for the Capitol and downtown). So the conditions today that make it look like cars would never slow down the train (much) are misleading – most of the cars that will be there in 5 years aren’t there now.
    M1EK’s solution: Single-track reserved guideway. This stretch is very short (took about two minutes to drive down in the cab on the way to the airport at 4:45 this morning). Initial frequency is set for “every 10 minutes”. You ought to be able to keep this as single-track and maintain that schedule with no problems – but if that’s too close for comfort, bulb out at a station right in the middle – voila, two shorter single-track segments, and you only need to condemn a sliver of land around that station rather than along the whole stretch.
    Why M1EK’s solution stinks: Trains will still compete with each other; schedules will suffer.
    Why ROMA’s solution stinks more: Trains will lose a lot more schedule time stuck behind cars than they will waiting for an oncoming train to clear the single-track section, on average.
    Why magical streetcar fairy dust partisans will still dislike M1EK’s solution: “You can’t expand your solution into dedicated double-track”. One track right in the middle of what used to be the center turn lane is right in the middle of where two tracks would need to be – you can’t reuse that track.
    Why it’s not any worse than ROMA’s solution on that metric: The rails on which the shared-lane streetcar will run are also going to be in the wrong place – you can’t magically change those into reserved guideway either (unless you completely close Manor off to cars). In fact, M1EK’s solution allows for a more incremental approach – where you can gradually acquire more right-of-way and shift the double-to-single-track transitions further out away from the station(s).
    Does anybody else ever do this? Yes, Baltimore had single-track on their light rail line for quite a while (maybe still do; I haven’t kept up to speed on their system).
    Congress Avenue is a much easier case, by the way; it’s largely an aesthetic objection (reserved guideway should run in the middle of the street, but some people with absolutely no grounding in history are upset about the caternary wires in front of the view of the Capitol – forgetting that for 50 years or more, that’s exactly what we had).

    A quick hit from Orphan Road in Seattle; excerpts:

    BRT is neither cheaper nor faster to build. No matter what you might say about a mixed system or buses needed as feeders or matching the traffic requirements with the market, order at the end of the day, healing BRT is most likely to be a fraud.
    I’ll let other people be “reasonable” and concede that, if you grant a lot of things that never will happen, BRT “might” work. When I look around at all these existing BRT implementations and find delay, financial ruin, and angry riders, I’ve had enough. BRT is a fraud.

    Also of note from the BRT example city of Curitiba are these scalability problems courtesy of The Overhead Wire:

    During peak hours, buses on the main routes are already arriving at almost 30-second intervals; any more buses, and they would back up. While acknowledging his iconoclasm in questioning the sufficiency of Curitiba’s trademark bus network, Schmidt nevertheless says a light-rail system is needed to complement it.

    All of this (and more) applies to Rapid Bus. The investment is high – and the payoff is nearly zero; you’re still stuck with an awful vehicle that can’t get through traffic congestion like light rail does all over the country. No wonder the highway guys push for BRT (and its dumber sibling, Rapid Bus) so much – it’s not a threat to them. The Feds are pushing it now because the Bush guys have finally wrecked the FTA – but that doesn’t make it a good idea; it makes it something to pretend to consider until saner hands take the till.
    Capital Metro needs to cut this out right now and put this money into something that works – like the light rail proposal which, unlike Rapid Bus, is at least something that has worked in other cities and can insulate us from diesel costs in the future.

    So follow me on this one:

    1. Self-identified Republicans like to claim to have a far superior understanding of economics than those they call Democrats.
    2. Same batch of folks are now calling for off-shore drilling on the theory that it would have a non-trivial impact on US oil prices.
    3. We know, medicine of course, this that oil is fungible, cardiology so the impact of any production here is spread across the entire world market for oil, not just the US market.
    4. Those self-identified Republicans must know that too, because of the superior understanding of economics mentioned in #1.
    5. Shirley those Republicans aren’t putting forward all this fuss over a pennies-sized drop in the world price of oil which is what would happen if we drilled the hell out of ourselves (including not only offshore but ANWR as well).
    6. Therefore, those Republicans must have some other means in mind by which US prices will fall more than the prices paid by the rest of the world’s oil consumers.
    7. There’s only one way I can think of, though: forcing oil companies to sell us “our oil” at a discount (compared to the world price, which would only drop a little bit with the amount of production we can bring to bear). In other words, separating the US price from the world price – like our friends in Saudi Arabia do.
    8. What’s another word for that? Nationalization. Or socialization, if you prefer. Either one will do.

    I wonder if we know anybody who’s an expert at that kind of thing. Perhaps even in our own hemisphere?
    hey, how you doin'?
    I think we found McCain’s running-mate. If you’re tired of paying too much to fill up your SUV, it’s time to push your party leaders towards the McCain/Chavez ticket in ’08. THIS IDEA NOT FOR STEALING.

    Good Life magazine interviewed me (one of several) for a big piece on development and transportation, misbirth and we got a nice picture on Loop 360 last month. Now, diagnosis it’s finally out, and they mispelled my last name. Every single time. Argh. The content was well-done, though; one of the better representations of an interview I’ve had (except for the part about the new office being too far to bike; I’m not biking any more due to health reasons; this is actually a wonderful bike commute).