MetroRapid: What you REALLY need to know

A comment I posted to this PR fluff piece by Movability:

What you need to know is that this REDUCES frequency for current 1/101 riders north of the river, because the 1L is being eliminated along with the 101. If you’re boarding at a stop served by both the 1 and 101 today, the same total number of 1 and 801 buses will stop there in the future; the mix will just change to fewer 1s. If you’re boarding at a stop served only by the 1L/1M today, you’re going to lose half your buses.

What you need to know is that this was projected to be no faster than the 101 in early plans, and now data sent to google maps actually shows it being slower than the 101 (not sure if this is legitimate or a hiccup, but it’s not a good sign).

And finally, what you need to know is that this will cost riders a lot more to ride. Despite the fact that the 1 route was quite likely the least subsidized bus route in the city before this change, fares are going up due to this change (the 801 will cost quite a bit more than the 1 did).

The FTA and last night

My work situation is going to prevent me from making much effort on this today so please assume I endorse this product and/or service 100%.
No, and the Riley fig leaf last night changes nothing – it does not commit to a fair evaluation of the Lamar/Guadalupe ROUTE against whatever is shat out for Highlandmall or Highlandmueller; and it does not force a real answer about the FTA’s opinion about moving Rapid Bus in 2020 or 2022 or whenever (instead of John Langmore’s claims that made it pretty clear he implied to them he wanted an opinion on cancelling it today, bronchi in 2013). Its only tangible effect would be an attempt to delay opposition until it’s too late.

I’m continuing to urge all transit advocates to vote AGAINST the bond referendum in 2014.
if you parse Langmore’s comments it makes me think he was asking them about cancelling the project now (rather than moving the middle third in 8 years); and Project Connect staff were vocal and public at the beginning of the process that Lamar/Guadalupe was on the table and that we should not act as if rapid bus precluded urban rail there.

They either lied then or they’re lying now. Personally, apoplexy I believe they lied then in order to try to get more buy-in for this process (I myself believed Rapid Bus effectively precluded urban rail and was convinced to believe it might not by those staff members); but it could be now, too; the mixed messages last night about the FTA maybe considering Rapid Bus ‘permanent’ versus what the City Council eventually threw in as a fig leaf is just one obvious indicator.

The fact that the guy who ran the Rapid Bus project at Capital Metro came up and spoke in favor of Lamar and said he doesn’t buy the FTA argument should tell you something.

No sir, I don’t buy it.

My work situation is going to prevent me from making much effort on this today so please assume I endorse this product and/or service 100%.
No, and the Riley fig leaf last night changes nothing – it does not commit to a fair evaluation of the Lamar/Guadalupe ROUTE against whatever is shat out for Highlandmall or Highlandmueller; and it does not force a real answer about the FTA’s opinion about moving Rapid Bus in 2020 or 2022 or whenever (instead of John Langmore’s claims that made it pretty clear he implied to them he wanted an opinion on cancelling it today, bronchi in 2013). Its only tangible effect would be an attempt to delay opposition until it’s too late.

I’m continuing to urge all transit advocates to vote AGAINST the bond referendum in 2014.

Why shouldn’t we just say we’ll play along if they come clean about Rapid Bus?

This meme has been floating around the tworterverse. The words below were sent by me over Thanksgiving in response to an email from a CCAG member who sought insight from us (a selection of pro-Lamar/Guadalupe people) on why we thought we should pursue this corridor despite the implied conflict with Rapid Bus (a post on which I owe the community but am less motivated to do so every day – suffice to say it’s not a major improvement, breast and certainly not worth delaying good rail over).

The meme I refer to above is this: Project Connect is now halfheartedly threatening that if we keep pushing Lamar, nurse who knows what might happen with the FTA? Some have responded with “prove that the FTA would punish us severely and we’ll simply give up and move on”. To that I point you to some key parts of the email below – a lot of people (myself included but by no means the most) spent a lot of time on the word of certain staff members involved in this process that urban rail on Lamar/Guadalupe was IN NO WAY precluded by Rapid Bus, so we should join the team and play along and it would definitely get a fair shake. I don’t know about the rest of the gang, but now that I know my time was spent under false pretenses in order to lend some political capital to Project Connect, it’s going to take a lot to get me to not reflexively oppose whatever variant of Highlandmueller they end up crapping out.

Huge, effusive, public apologies, preceded by humble admissions of wrong behavior, would be the bare minimum it would take to even open that conversation.

The email (most of it, anyways), responding to the question “Could you please share with me your opinion of what would happen with regard to the upcoming 801 and 803 routes & resources if we try to add rail to Lamar or Burnet, and how that would affect Austin’s relationship with the FTA regarding funding the rail and other future projects?”

(CCAG member),

The simplest answer is that we don’t know – the future is hard to see.

The next simplest answer is that we were never able to get anybody who could get a reliable answer to be willing to ask the question. This is an important point; I myself spent many years arguing that we couldn’t put our first rail investment on L/G because the FTA would put the kibosh; but this becomes less of an issue as the years pass, and nobody’s willing to get a real answer. (No, this is not an answer a guy like me or even (pal) can get with any certainty, but people at the city and at Capital Metro certainly could). Why haven’t they?

(Other pal) makes a lot of compelling points, but the lack of a real desire to get a real answer from the actual people with that actual responsibility speaks volumes to me. I was a skeptic about this process at the beginning, and became somewhat less skeptical as we went along thanks to the incredible hard work of (list of pals). Those people invested a hundred times my effort, which was still substantial enough to cause me some degree of friction at home and at work. Importantly, at the beginning of this process, they were told by (staffer mentioned by name) and other PC staff that Lamar was not off the table; that Rapid Bus did not preclude urban rail there.

The problem is that they then invested that incredible time and effort, granting PC a degree of legitimacy through their own efforts and hard-earned political capital. If that contention turned out to be false, as I now believe it to be, then Rapid Bus got some free time without opposition (remember in 2006, then council members Leffingwell and McCracken voted against it precisely because they were told it would preclude urban rail!). And Project Connect got a bunch of people involved in a process which was never legitimate to begin with.

IF rapid bus factually precludes urban rail at the FTA, that last paragraph or two are not opinion; they are fact. Sad facts; facts I moved away from believing at one point, which is one reason why I found myself surprisingly ticked when the ridiculous Highlandmueller recommendation came out (unlike our mutual acuaintance (other pal) who never wavered from the cynicism and skepticism many thought I shared in equal or greater degree).

IF rapid bus factually precludes urban rail at the FTA, PC owes a lot of people a lot of apologies, and I don’t know if we can get behind whatever rail recommendation ends up happening after being used to this degree to support a process which was never open to our preferred route to begin with.

Now if rapid bus DOESN’T preclude urban rail at the FTA, then we still have some degree of working relationship to preserve. At that point we have to give Lamar/Guadalupe a fair reading, unlike the ridiculous nonsense it’s gotten so far.

So go back to why nobody wants to ask. Two possible reasons come to mind:

1. They know the FTA will say it precludes urban rail, and they don’t want to have had that answer because of what I said above.

2. They suspect the FTA might say it does NOT preclude urban rail, and they don’t want to get that answer. Why not? I’ve believed for many years that many people in the establishment here don’t want to admit what a pig in the poke we got with Rapid Bus. I still believe that now; I think this is the most likely answer.



The outline of the speech I didn’t give

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to which I do not know how much energy I shall devote as it appears to be oriented towards an effort to get buy-in from the more general public who doesn’t even understand transit rather than correcting their horrible process so far. But consider this a cry for reinforcements, store and an argument against civility at the expense of policy. I don’t know if I’ll even be involved this time.

Tonight SHOULD be about the citizens of Austin telling the planners that you see through this bullshit exercise in expensive obfuscation that the machinery of the city1 and Capital Metro2 have collectively foisted on you to try to make previous plans look less stupid. It SHOULD be impossible for the ringleaders to successfully pull off a propaganda coup. But are enough of you going to be willing to fight; to be uncivil?


Me, right now, I’m rapidly becoming disillusioned about the prospects of anything improving life in Austin as even most of the people on ‘my side’ of the rail debate in Austin continue to be more interested in staying friends with the gladhanding jackasses who got us to this point than doing the right thing3 . Yes, there are still far too many people who think JMVC is their buddy; who trust the lying smile from the guy paid to mislead you more than the asshole who tells the truth, because the paid misleader shakes your hand once a week and is at all the right meetings and all the right events, while the asshole is just an unpaid hobbyist you mostly hear from on the internet who can’t devote significant time to the meetingocracy as he continues to fail to find a job downtown4 and must, therefore, ‘participate’ almost exclusively electronically from his desk near godawful Westlake High.5 There are still far too many people who won’t go out on a limb in public beyond modestly suggesting ‘this is slightly less than optimal’ while thanking the people who produced the misleading propaganda for their hard work; and then attack the manners of those like me who keep wanting to point out the Emperor’s bare ass. And there are still far too many theoretically pro-transit people who will line up behind an unquestionably bad policy decision because they think it’s good politics.


Why thank Project Connect for all their hard work when it was done in the service of a transparently obviously rigged process designed to subvert good planning and the will of the people? If you’re a Democrat, do you go thank George Bush’s staff for working so hard to help him achieve his goals, when you disagree with both the goal and the method? I’m struggling to find better analogies but I find this incomprehensible – lots of people do hard work for bad actors; do they really deserve our THANKS in the process? When they KNOW they’re doing bad work and misleading people? (This is not an opinion, people; there’s no other rational explanation for some of PC’s whoppers. When the reaction of people who watch transit planning all over the country is “#WhatASham” or “I’m going to use this as an example of bad transit planning forever”, does anybody honestly expect thanks?)

That being said, it brings up an interesting parallel – there were many people in Congress who worked to pass Obamacare knowing it was the politically wrong thing to do but it was the right thing for the country. Many of these people were warned it might serve as the end of their political career. It certainly burned up all of Obama’s political capital.

As I recall, though, more than one was uncharacteristically honest about it – “if not for this, then why are we here?” at least one said. Why bother to accumulate the political power if it only leads to attempting to maintain or enhance said power, instead of doing the things that you were sent to do? Doesn’t mean you die on every hill; but if you’re not willing to die on ANY hill, why are you even there?

“But what if people are embarassed? Never mind; I’d better just sit down and play along.”

The same is true here. What good is it to remain friends with the consultantocracy and the gladhanding jackasses if, at the end, the big payoff is a rail line to Highlandmueller with 8,000 boardings/day, and it’s 2040 before we can start to have another rail conversation?

Waiting for urban rail on the corridor that makes sense
Waiting for urban rail on the corridor that makes sense

If you’re falling in line because it’s good politics, in what world do you think we get to build a second urban rail line before those of us my age are dead, when the first line has 8,000 boardings a day? When we need somewhere in the low 20,000s to be considered a moderate success worth building off of?

Was the Red Line worth this very same compromise, which so many took in 2004 and urged me to take? I’d argue you’d be an idiot to think so today, but in fact, many still think so, despite the fact that it’s reached its ceiling at a whopping 2000 boardings/day; despite the fact that its monstrously high operating subsidies to mostly non-Austinites from mostly non-taxpaying cities have led to cuts in bus service for the people who pay >90% of Capital Metro’s bills. How was that a good policy decision, if it didn’t lead to another serious rail conversation until 2014; and if even then, we can’t have an honest POLICY decision about the next rail line – we still have to play idiot politics so certain people don’t look stupid about overselling the reality of Rapid Bus or Mueller? And how can those people think they made the right decision back in 2004? Hell if I know; I’m just a guy who can spend an hour every other week on this, but it sure seems obvious to me. Why is this so goddamn hard?

After I gave my short speech at the CCAG, I was actually lectured by a well-connected insider / former neighbor; and then later by a UT VP; that the fault for any lack of rail on Guadalupe/Lamar is mine, presumably for daring to continue to have contrary opinions on this and voicing them publically, which is Bad Form, instead of swallowing my objections and joining the meetingocracy.6 That it’s my fault that they have not been convinced – or in another sense, that the job in Westlake; raising three kids; trying to keep a company afloat and a couple of teams from being laid off; that these are all not valuable things to these people; and thus their inability to be convinced of what every transit professional from around the country finds inherently obvious is my fault because I haven’t quit those other responsibilities and spent months producing essentially the same research other allies already have only to have it ignored in favor of the continuous examples of ‘mistakes’, other faulty data and the rigged analysis produced by full-time people being paid to mislead the public.

Pictured: Project Connect
Pictured: Project Connect

I don’t have much more energy for this; and I’m not optimistic. At the end of this, I expect most of my putative allies on the G/L side to say “well, we tried” and go back to the consultantocracy, welcomed with open arms because they didn’t fight too hard.

Fuck that. Either fight hard or sell out; but don’t tell me you’re doing the first when you’re really doing the second. And you can’t fight at this point by staying friends with Project Connect; they are now the enemy. The place we have to win now is the City Council, because the CCAG has already made up their minds, and if we don’t get the City Council to FORCE them to change, it’s a done deal for Highlandmueller. This is going to require fighting to various degrees – Project Connect is a lost cause. If you could convince me of a rational path which includes “continuing to treat Project Connect like rational actors who are doing a good job and not trying to mislead people” and ends with victory, you’d have done so by now.

Your pal,
Back when I thought the order was communications, migraine THEN decision; the speech I was going to give in outline form:

  • Introduce self, name, AURA supporter, UTC, blog
  • Mention letter from AURA & agree with points but here to talk about…
  • Is Rapid Bus really an impediment to rail on Lamar?
  • KK says so sometimes in public
  • AURA and others trusted claims made by staff of Cap Metro and Proj Connect that everything was on the table
  • Why shouldn’t rapid bus be in the way?
  • Others have made points: Depreciation, timeframe, movable ‘investment’
  • Mine based on QUALITY of improvement – all points apply only to 801 north of river
    • If you ride a 101 today:
      • No faster
      • More expensive
      • Couple more trips per hour (shift from local to express)
    • If you ride a 1 today:
      • Lose half frequency or have to walk much further & likely pay more
    • You may gain: GPS (next bus). Not that useful considering argument in favor of MR is that you won’t care about the schedule.
  • NOT BRT – refer to ITDP standards and Jace’s scoring; not even close.
  • Circle back – used Cap Metro’s OWN DATA which trumps marketing / soft features
  • Just today? Linda Watson called it “Austin’s densest corridor”.
  • Conclude

  1. curiously, not city council itself, which has been to this point almost completely uninvolved in this process beyond the Mayor; see the end of the post for more 

  2. somewhat likewise as with the city, although their leadership is a little more bought-in to this than the city’s is 

  3. some will chide me that I give people like this guy way too much importance; that they aren’t decision-makers. True in a sense; but they are constantly in the ears of the decision-makers, and constantly in the ears of the media (except for one or two notable exceptions, and in one case, he’s actually convinced everybody on the pro-transit side that the media member was the problem to the point where I’m pretty sure I’m the only rail advocate who will even talk to the guy). Or they may say that nothing is served by fighting guys like that, but I firmly disagree; because NOT fighting guys like that gives him his power, which he then uses to co-opt you into providing legitimacy for this illegitimate process that will produce the predestined result. I say wait until this gladhanding jackass in question has convinced some members of the media and some council staff that you’re a troll before you judge me for caring about this too much. 

  4. note: it would have been a lot easier to do this if we had GOOD rail heading downtown and it wasn’t so ridiculous for non-single-website heavier-duty software companies to locate there 

  5. yes, this is part of the reason for the bile. God, I hate Westlake so much. 

  6. these are people who actually believe, or profess to believe, that you get rail on Guadalupe right after you build a massive failure to Highlandmueller; and thus if you push too hard now you’ll not get rail on Guadalupe, which is ridiculous as rail on Highlandmueller, guaranteed failure that it is, assures we won’t see rail on Guadalupe/Lamar until I’m long dead 

2000 words for today on MetroRapid

is very low.

I keep having to drag up this old Chronicle article so much I finally thought I’d better link to it AND excerpt the relevant parts in case it ever disappears down the memory hole.

February 25, check 2000 in the Chronicle:

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

The key here is that from about 1997-1999, Capital Metro’s plan of record was to take the entire Red Line (what we use now for commuter rail), build two new tracks, put up electric wire, and run light rail trains on it all day long at high frequencies.

The Federal government said the ridership would be low, negligibly higher than what we’re seeing today, and hinted to Capital Metro that they would not fund that line. Capital Metro quickly switched to what became the 2000 light rail proposal – the “Red/Green” line, using the Red Line’s ROW only from Leander to Airport/Lamar, then going in the street from there.

You can use the 1997 proposal as, effectively, a ceiling for what can be accomplished with further investment in the Red Line we have today. Nothing has truly changed since then – Capital Metro anticipated infill then around the stations in the far northwest, and they anticipate it now, and it still turns out to be low-density crap if it ever gets built. No more jobs have moved to be close to the MLK station instead of at UT.

Folks, there isn’t that much more that can be accomplished with a train that doesn’t go very many places worth going. The real action is, as it always has been, around Congress Avenue downtown (not the Convention Center); at the University of Texas (preferably its front door on Guadalupe), and at the Capitol; and no, you aren’t going to convince suburbanites to transfer to a shuttle-bus(*) to get to those places (as we’ve finally, I hope, proven by now).


This is why further investment in the Red Line is best characterized as wasting money trying to disprove the sunk cost fallacy. There’s very little new ridership there, even if the train gets a little faster, or runs a few more hours on the weekend.

* – no, urban rail doesn’t help either. Suburbanites own cars. Two train trips in our commuting environment, even if the second one goes closer to where they want to go, is fundamentally uncompetitive. Believe me, or not, but remember: I’m the guy who predicted the Year 1 ridership correctly, and called that nobody would want to ride shuttlebuses when everybody else said they would.

Top is ideal, generic bottom is as inevitably implemented; and how it will be on the Drag in Austin

Don’t bother clicking to embiggen. I had to make that in five seconds with PowerPoint.

Original for lower picture from StreetsBlog; I forget where I got the upper.


At 35, erectile 000 feet, visit web I just storified the livetweet by Jace Deloney of MetroRapid by the BRT Standard, patient and added a few relevant other tweets and comments. Enjoy.

Is Capital Metro’s MetroRapid BRT, and did anybody predict it correctly?

And here’s my promise: If JMVC will stop being such a passive-aggressive douche to yours truly, I will stop calling him out like this.
Imagine how useful MetroRapid will be when instead of being stuck in traffic at a red light, syringe it’ll be able to hold a light green for a few seconds to make it through. Well, syphilis I drove northbound Guadalupe yesterday at about 6:00 PM to take my son home from a summer camp and, dermatologist let me tell you, this thing is gonna rock. Click the picture to embiggen, of course.

Two green lights ahead and nobody's moving
Northbound Guadalupe, about 6:00 PM, 8/22/2013

Imagine how useful it will be to hold the light in front of you green! What’s that, you say? That light, and the next light up the street, are both green, and yet nobody’s moving? Surely this can’t be true. I’m told this is a GAME-CHANGER.

It's a game-changer, son
Image created by Jeff Crump, downloaded from Jon Henshaw

Also see: Is it a game-changer?


(I still owe a response to Novacek’s very long comment on this post but have to decide if I want to spend the energy to format it into a table first. Dude, sick there’s a reason people have blogs of their own sometimes).

So Jace Deloney posted a couple of pics of what’s realistically one of the BEST MetroRapid ‘stations’ downtown. One example here:

MetroRapid, Lavaca near 3rd, taken and posted by Jace Deloney
MetroRapid, Lavaca near 3rd, taken and posted by Jace Deloney

Here’s a shot I snapped last week of a more typical one (obviously still under construction) – this is in front of Natural Grocer on northbound Guadalupe near 39th. Note the lack of room for a bike rack, and the intrusion into what’s already a very narrow sidewalk. I took this picture originally to counter a claim by a Capital Metro representative that all stations would have bike racks – which they’ve now dialed back to “unless there’s some nearby”.

MetroRapid 'station', NB Guadalupe near 39th

Compare to an existing southbound local bus stop pretty much right across the street:

Local bus stop, SB Guadalupe near 39th via Google StreetView

I don’t have pictures yet, but the northbound MetroRapid stops at UT are only a little better than what you saw at Natural Grocer. The stop at 23rd is just OK – along the lines of a good local stop – but the stop near Dean Keeton is a tiny alcove where the bike racks will block pedestrian traffic on the existing sidewalk if they get used. I will likely be urging the city to force Capital Metro to get rid of those racks as they present a safety hazard for pedestrians there; and for those of you who have known me a long time, for me to advocate against something bike-related is a big deal.

Now, just for comparison, a light rail station in Houston, in the median, of course, where it didn’t have to compete with existing sidewalk demands:

Houston MetroRail station near Hermann Park
Houston MetroRail station near Hermann Park


Now, if your argument is “this is going to be as good as rail for Central Austin”, you’ve got to compare to Houston’s MetroRail above, which is similar to what 2000’s light rail plan had planned for ‘stations’ – i.e. long boarding platforms in the median where they wouldn’t compete with existing sidewalk users.

If your argument is “this is going to be a signature bus service which blows through the constraints old bus service had and be ALMOST as good as rail for Central Austin”, then you have to explain the fact that the best MetroRapid stations aren’t much better than existing good local stops, and the worst are far worse. In fact, it looks like they accepted whatever scrap they could carve out of existing ROW.

But if this is too much for you, and you’re feeling kind of negative again, feel free ignore all the analysis above, plug your fingers in your ears, and chant “GAME CHANGER!”.

Game Changer graphic by Jon Henshaw
Game Changer graphic by Jon Henshaw

Note: Jace replied to me on twitter that I’m selling the new ‘stations’ short by not mentioning the arrival boards (the “next bus comes in X minutes” thing). That’s true; this particular post was referring more to the spatial aspects of the station. One thing that current bus service does not have in any way, shape, or form, is a way to know how long until the next bus gets there. This is not a selling point for MetroRapid, though, so much as it is an indictment of current bus service – because this has been technologically feasible for at least a decade. It will be nice that I can know when the next Rapid Bus will arrive, in other words, but there’s no reason I should have had to wait for Rapid Bus to get that information – I should be able to know right now when the next #1 or #101 arrives.

Some pretty pictures

Having seen somebody very recently and very approvingly point to this somewhat credulous piece on the Austin Post as “a breakdown” of MetroRapid, page and having one of my rare crackplog opportunities (i.e. on a plane), I’ll try to make this brief and use a couple of simple examples.

(Edit: I had a LOT of trouble with an interaction between the javascript in the wordpress composition page and the plane’s wifi; this is best viewed as a first draft or part one).


First, remember: Unlike with MetroRapid on Burnet and S Lamar, MetroRapid on Lamar/Guadalupe/SouthCongress is replacing an existing limited-stop service which already runs with decently high frequencies. In other words, we live in a world where the 101 already exists. The change is not, as it is on the 3 corridor, giving up shorter walks in return for higher frequencies and higher speeds; as you will see below, you’re giving up shorter walks AND higher frequencies for no actual improvement in speed.

today’s example: a really good looking guy who happens to live near 42nd and avenue b

Example 1: Let’s call this guy “Precisely Mike Dahmus”, because he’s exactly me. Imagine I worked downtown at 6th and Congress instead of in the evil soul-sucking wasteland across from Westlake High.

If I were to walk from 42nd and Avenue B (near my house) to Guadalupe to take the 1, or 101, today, I’d have choices like this at 8:00 in the morning:


8:00 in the morning; top two choices
8:00 in the morning; top two choices

Notice that the 101 isn’t much faster than the 1, overall, because it takes 4 minutes longer to walk to 39th and Guadalupe (where the MetroRapid stop is currently under construction and where the 101 stops today) than it does to walk to 41st and Guadalupe (a 1L/1M stop, but not a 101 or MR stop). The bus is 6 minutes faster downtown if you only consider time on the bus (I used 6th/Congress for this comparison).

What’s the change when MetroRapid is added? Well, half of the 1L/1M trips at 41st/Guadalupe go away; and half of the 1L/1M trips at 39th/Guadalupe also go away (obviously). The MetroRapid route runs every ten minutes during peak times, which sounds good, but remember that the last time I explored this, I showed that the combination of 1 and 101 actually runs more often today than the future combination of 1 and MR will run. I was going to do a pretty picture here with some more screen grabs, but the internet on the plane is not cooperating well with the wordpress composition screen, so I’ll just have to spell it out:

Today, in peak hours, the stop at 41st and Guadalupe gets 5 or 6 1L’s or 1M’s every hour (varies depending on which 60 minute window you choose). The stop at 39th and Guadalupe gets the same 5 or 6 1L/1M buses and 3 or 4 101s. (The example in the link above had 5 1s and 4 101s for a total of 9 buses). Note that at this stop, today, your rational action if you care most about getting to your destination as soon as possible is to get on the first 1 or 101 that shows up because the time savings of 4 minutes (101 being 4 minutes faster than the 1) is less than or equal to the expected wait time for the next bus to arrive (whether or not it will be a 101!). Yes, even if the 101 is faster!

Of course, at 41st and Guadalupe, you’re going to get on the first 1L or 1M you see.

Now, fast-forward to when MetroRapid opens. Capital Metro has said the 101 is gone, replaced with 6 MetroRapids per hour (one every ten minutes). Either the 1L or the 1M is slated to be eliminated, so the 5 or 6 buses per hour changes to 2 or 3. At 41st/Guadalupe, your calculus is now quite different – whereas before you never had longer than 10-12 minutes to wait for the next 1, you may now have 20-25 minutes to wait; and it may make sense to walk down to 39th to pick up the MetroRapid. But this is not an improvement for old Mike! Unlike many of the people on the Burnet/SLamar corridor, he currently has a choice between the 1 and the 101 which is roughly the same – now he’s forced to walk further to the replacement to the 101 because somebody took away half the 1s. The new trip is no faster than his 101 option is today.

Don’t believe me? Look at 39th/Guadalupe in the new order. You’ve got 2-3 1s, same performance characteristics as today; and you’ve got 6 MetroRapids, same performance characteristics as today’s 101 (by Capital Metro’s own admission!):

From 2011 MetroRapid presentation by Capital Metro
From 2011 MetroRapid presentation by Capital Metro – click to embiggen

At 39th/Guadalupe, you gave up between 9 and 11 trips per hour, which had similar overall expected time-to-destination (combination of existing 1 and 101); and you got between 8 and 9 trips per hour (2-3 1s that remain; 6 MetroRapids). And again, I don’t know how often I can emphasize this before people get it, the faster MetroRapid trips aren’t any faster than the 101s that run today.

What about truly frequent service?

One of the ways to think about this is that the time you really spend on transit is a combination of walk+expected wait+travel time, and that transit can only be truly useful when it’s frequent enough that you don’t have to look at a schedule, as Capital Metro has claimed will be the case with MetroRapid (even though, as you can see above, there are problems with this claim).

Jarrett Walker at Human Transit (somebody please remind me to link this later when I have a better connection) has said that when dealing with frequent service, as both the before and after are by Austin’s standards, you should consider the “wait” to just be “half of the headway”, i.e., if you walk out at random to the bus stop, you’re going to wait, on average, half of the scheduled time between buses. Let’s put that to the test.

Today, the Mike example above has the following choices:

1. Go to 41st/Guadalupe (4 minute walk).

2. Wait for bus (half headway rule says there are 5-6 buses per hour for a headway of 11 minutes; half headway is 5.5 minutes).

3. Travel on bus (19 minutes).

The total expected time for “show up and go”, which, again, is how we’re supposed to judge truly frequent service, is 28.5 minutes. Not bad compared to a car drive of 10 minutes, trying to find parking for 5 minutes, and a likely longer walk from parking than from the bus stop!

Mike’s choices at 39th/Guadalupe, if he chooses to take the longer walk to get a chance to ride the 101, are a walk of 8 minutes; a half-headway wait of 3 minutes (9-11 buses per hour); travel time of 13 minutes on the bus for a total expected time of 24 minutes. Note, actually a little faster, in the “show and go” method, compared to staying at 41st/Guadalupe! If you can hack the extra walk, this is the way to go (and this meshes with why MetroRapid is an improvement on Burnet and S Lamar, where no existing express service exists!)

Now, using same methodology for the future; “show and go” at 41st/Guadalupe changes to 2-3 buses per hour, so we get a total expected time of: 4 minutes for the walk, 12.5 minutes for the wait (headway now 20-30 minutes); and the same 19 minutes bus time, adding up to 35.5 minutes. Not a credible alternative to the car any more.

What about going down to 39th/Guadalupe? Same as two paragraphs back except half-headway changes to 3.5 minutes (8.5 trips per hour; half headway). Total expected time is now: 24.5 minutes.

But wait, you say; I’ve used the MetroRapid travel time even though I’m using half-headways that count the 1L and 1M. Yes, yes I am; if we’re doing show-and-go, that’s the way we have to do it (because as we discussed before, once a bus shows up and I’ve already waited N minutes, the rational decision is to get on it whether it’s a local or a limited – because the wait till the next one is actually longer than the expected travel time savings). Is this unfair? Yes, it’s unfair, but unfair mainly in Capital Metro’s favor, since in the equations above I’m assuming all of the buses travel as fast as the current 101!. The image below breaks it out a bit further to explain what happens in the various scenarios. “Best” means you showed up at 39th/Guadalupe and the next bus was a 101; “Worst” means it was a 1.

42nd and B, "show and go"


Hmm. A little difficult to pick out. Let’s sort from best to worst and re-display.

42nd and B "show and go" - sorted


So even with the investment of tens of millions of dollars into MetroRapid, the hypothetical in reality exactly real me gets zero benefit from the project, even in “show and go mode”.

I’ll be back with more use cases later.


When somebody says “it’s faster”, it should probably actually be faster. In no way can you reasonably describe MetroRapid on this, by far most important, stretch of corridor as “faster”. MetroRapid may gain a few minutes if you come from the South Transit Center into downtown, which a few people actually do; and even more if you go from South Transit Center to North Transit Center, which nobody actually does, but for the key stretch (you know, the one where rail is an issue being discussed right now), MetroRapid is not any faster, at all, in any way, shape, or form.

When somebody says “it’s more frequent” (as almost everybody has), it should probably actually be more frequent. This isn’t as egregious a falsehood as the speed one, but it’s still incredibly disingenuous. Yes, MetroRapid is running a little more often than the existing 101 whose speed and reliability it will be unable to beat, but Capital Metro intends to pay for this by cutting local buses along the same route which are often a better choice for passengers. Overall frequency, counting all reasonable options, is not going up; it is going DOWN.
Go click-crazy on these pics, medical man.

In response to yesterday’s post:

Classy guy on twitter


Some things I found in five seconds on the internet (I’m on vacation – got back from the beach a minute ago and am about to go to the grandparents’ old age home in 5):

From Capital Metro's page

Screen Shot 2013-06-22 at 1.40.19 PM

Also from Capital Metro

From the Austin Post

Screen Shot 2013-06-22 at 1.41.27 PM

From CapitalMetroBlog


But I know, guys, it’s all my fault for focusing too much on travel time, right?