Honesty Agenda: First Case Study

Earlier entries in the series:

So there was a flurry of activity two weeks ago on the Capital Metro front, doctor thanks to our friends at KUT. First, see a story titled “Austin’s Growing Fast, surgery But Why Isn’t Its Public Transit?“, and then following the next day one titled “After Ridership Drops, Where Does Cap Metro Go From Here?“.

I found both efforts by Terrence Henry to be good, fair, articles overall (I was quoted for neither); and thought it would be a nice test-run of the (in progress) Honesty Agenda to evaluate the statements in these articles based on the “What is Honesty?” points.

First, from “Austin’s Growing Fast, But Why Isn’t Its Public Transit?“:

 “There’s a few reasons to explain the dip we seem to be looking at in 2014,” saysChris Riley, Vice-Chair of Capital Metro’s board and former city council member. “First, continued reductions in UT ridership.” The University of Texas at Austin has cut funding in recent years for its share of the Capital Metro system, reducing shuttle service. “And partly because of changing transportation patterns among the students,” Riley adds. “You have more students living in West Campus today and not riding the bus.”

Next, Todd Hemingson:

“Of the overall percent in reduction [in 2014], what we found was the UT shuttle system accounted for a full 2 percent of that ridership decrease,” says Todd Hemingson, Vice President of Strategic Planning and Development with Capital Metro.

Hemingson and Riley say there were several other factors that led to last year’s drop in ridership: fare increases and restructuring as well as some extreme weather events. But even all those factors together don’t account for the entire drop. And when pushed a little further, Hemingson says the problem goes deeper.

“Really, any analysis of transit ridership begins and ends with how much service you provide,” Hemingson says. The actual number of hours of service Capital Metro provides per person in Austin is down, and so ridership is down as a result. “Unfortunately, the reality is we’re just not keeping up. Our service hour, as we call it, has been declining since 2004.”

Riley did not support his claim that UT’s ridership has dropped, and Henry has recently posted this tweet which indicates that the jury is still out on whether that is true. Additionally, Riley left out the fact that the Guadalupe/Lamar and Burnet corridors have seen large vertical-mixed-use developments opening up which should have resulted in increased ridership but have not done so. (I have my theory why this is the case, from “Rapid Bus Has Degraded Bus Service Overall“).

Rating: Technically true – possible but unsupported so far. The whole truth? NO. He did apparently at least mention ‘restructuring’ (see paraphrase in Hemingson’s section), but obviously did so as a second or third cause, which dramatically understates that it was the most significant, already observed and proven, ridership drop explanation shown to date – something that should have been the lead, not the footnote! Nothing but the truth? OK.  No obfuscation or disingenuousness here. Riley’s quote I’d rate as “sort of true”. Not the whole truth, but not laughably false.

This Riley section gets a C+.

And also, Capital Metro as an agency gets their first F of the year here for not publishing ridership data like good transit agencies do, so we could independently verify the claim. Julio Gonzalez-Altamirano shows an example from Phoenix here. I’ve referred to others in earlier posts in this series.

Hemingson, so far, comes off OK. He at least mentions that service hours are down (contrasting to John-Michael Vincent Cortez, who insisted throughout the Red Line debacle that it wasn’t happening and doubled down on the false claim as recently as Halloween). But weather? I call that an obfuscation. It may have dropped ridership a couple of days, but Julio Gonzalez-Altamirano’s recent series of charts shows that weather events are an excuse at best, not a cause. Hemingson so far: also truthy. Not the whole truth, and the twitterati largely laughs off his weather excuse for good reason.

Hemingson gets a B- here. Mostly true but the weather thing is ridiculous.

Now on to Jace Deloney, recently elevated to chair of the UTC:

But despite those reductions in service hours, ridership has increased during that time. Deloney with Urban Transportation Commission thinks that the 2014 drop was due to something more specific to that year.

“I think a lot of it has to do with the changes that took place in 2014. Lots of changes,” he says. “We had Metro Rapid launch, which caused a lot of issues for some people.”

Deloney is talking about a very well-documented cut to the city’s most popular bus route last year. When Capital Metro launched it’s first rapid bus line, the 801, it also cut the local bus service (the 1) along the same route in half. Up until then, the 1 was the most popular bus route in the city.

There is literally nothing bad you can say about this statement other than that it may be understating the problem. Notice he doesn’t shy away from reality here. He doesn’t put the #1 cause at #5. He doesn’t do what Hemingson does next, which is belittle the honest concerns of people who are trying to get places as mere preference. Jace is an excellent example of being honest about transit. Jace gets our first A of the season.

Next:

“One of the things we knew going in was that not everyone was going to like that,” Hemingson says. “And that’s what we saw, a drop in ridership in the corridor, that’s undeniable. But since we’ve launched MetroRapid, we’ve seen that trend in the right direction, which is positive.”

Aaand here we go. This is technically true, if you define “some people in North Austin had to change jobs or get cars” as merely “disliked the change”. It’s highly misleading; it’s obfuscating (the ‘trend in the right direction’ is that current ridership is almost back up to the level it was before the change was made, which is a very low standard given that population growth and development on the corridor should have resulted in large boosts in ridership). This statement is not the absolute worst I’ve seen, but is a good solid example of Capital Metro’s lack of honesty on transportation.

Hemingson gets a C- on that quote. Technically true but too much spin.

Next, back to Riley:

There are also several factors that are out of Capital Metro’s control. Land use and density, for starters. Much of the population growth in Austin is happening outside of the city itself, or along its periphery. That development typically consists of large lots with single family homes that are difficult to make work with transit.

“If we had a code that allowed for more development along our corridors, in places that are easier to serve with transit, then I think you’d see a healthier rise in our transit ridership,” Riley of the Capital Metro board says.

Riley’s worst quote. It’s true that development on the periphery stinks. But it’s also true that even good development there would not result in large transit ridership given office sprawl.

What’s undeniable is that the VMU ordinance was specifically designed to encourage dense, walkable, midrise development along our best transit corridors on the theory that there would be self-selection going on for people who wanted to ride the good transit that was on those corridors; that development is actually happening as envisioned (N Lamar/S Lamar/Burnet), but the local bus service that would best support those new residents was cut drastically (in half for the 1, not quite as bad for the 3, but the 3’s frequency wasn’t as high to begin with). You now get a local once every half hour during peak on the #1 route and about every 40 minutes on the #3 route. That’s not development-supporting levels of transit.

Note that the benefit provided by Rapid Bus (801/803 which are basically just express service like the old 101 was) over local service diminishes the closer you get to the core; and once you’re about halfway in, the extra time spent walking will overwhelm the time savings the actual bus ride gives you (almost entirely due to fewer stops). This should have led to a transit plan where local frequencies were high and express service was gradually improved; that’s not what we did – we made the locals infrequent and the express relatively frequent, which again, is useless to residents of the VMUs that are about halfway out from the core.

Riley’s statement here is obfuscating and disingenuous, and does not tell the whole truth. We’ve added enough development along Lamar and Burnet to generate significant new ridership on transit, but the transit service those corridors have now is significantly, objectively, worse than it was before, especially in the sections a few miles from the core where most of the development is happening. In other words, the 803 makes things better compared to the 3 (even with the extra walk) once you’re past 183 on Burnet or near Ben White on Lamar, but all the new development is happening much closer in – near 2222 on Burnet or around the Alamo on S Lamar, or around North Loop on N Lamar. All of those places are seeing equal to much worse transit service now. Capital Metro punished its best potential future customers. That’s the real development-related reason we’re seeing ridership drop and not rebound.

Riley gets a D- on that quote.

Now on to “After Ridership Drops, Where Does Capital Metro Go From Here?“, the immediate follow-up.

“I think we are on the cusp of making a significant step in the right direction,” says Todd Hemingson, Vice President of Strategic Planning and Development at Capital Metro. The agency has laid out several goals for the years ahead, and one of them is adding frequency to some of the city’s most popular bus routes.

“What we have is a proposal to take five of the busiest routes in the system and upgrade those so they operate every 15 minutes or better, from 7 a.m. to 7 p.m., every single weekday.” It’s called a Frequent Service Network, Hemingson says. The initial routes being proposed for higher frequency are the 7, 20, 300, 325, and 331.

Hemingson left out the elephant in the room. The route which, even after being crippled by having its frequency cut in half and being paired with an incompatible express, still has the top ridership in the system.

20150130hemingsonroutepic

 

Let’s take a closer look at the left side of that graph.

20150130toproutes

F for truth. Leaving out the most important fact of all gets you an immediate F. No way back from that.

Back to Jace Deloney:

“It makes no sense that they’re talking about the frequent service in 2015 while they took away that frequency on the highest ridership route,” says Jace Deloney, Chair of the Urban Transportation Commission, which advises the city on transit issues.

Deloney is talking about Route 1, which runs along the main arteries of the city: North Lamar, Guadalupe and South Congress. Capital Metro says they will not restore Route 1 frequency to where it was before the launch of the rapid bus service along the same route, even though the rapid bus costs 40 percent more, and the stops are much farther apart in many areas.

“They’re going to have to look into restoring the Route 1 frequency,” Deloney says, “or else we’re going to be hurting our best corridor going forward.”

A+ for truth. No arguments here.

That’s about it, apart from some minor quotes that aren’t controversial about real-time information being useful (but what’s more useful is frequent service so you don’t have to check).

Oh, and overall? Terrence Henry and KUT gets a solid B+, which is about the highest grade I’ll give the media in the last couple of years. It would have been nice to make Hemingson get on the record about why the #1’s frequency can’t be restored, and why we should consider Metro Rapid to be part of the new frequency network when its fares are not compatible – you can’t buy a day pass on one of the new frequent locals and transfer to the 801 or 803, so they aren’t part of the same network, man.

Note a pattern here. The Capital Metro planner gets very low grades; the Capital Metro board member gets medium to low grades. The real citizen gets high grades. KUT scores well overall compared to other, much more credulous, local media. The agency itself doesn’t provide the transparency that would actually help; just the transparency that makes them look good to state lawmakers.

When I go back and analyze Project Connect, this pattern will keep coming up again and again.

Austin deserves better.

Citations to other sites referenced above and some other suggested reading from other Austin bloggers:

2015 Honesty Agenda on Transportation: What is honesty?

I’ve started this spreadsheet (read-only link; you can save and edit as you like) of mostly strong pro-rail boxes in 2000 (basically central Austin, hair until I hit the part of town where it started to lose – so a few non-yes precincts are included for geographic completeness). I didn’t go as far south as some people would; I consider central Austin to stop at Oltorf and go no further north than approximately Koenig. I did include some of lower East Austin.

Screenshot sample here:

20141115railspreadsheetpicture1

2014 results: http://traviselectionresults.com/enr/contest/display.do?criteria.electionId=20141104&contestId=71

2000 results: http://www.centralaustincdc.org/images/Rail_2000.pdf

So far, it looks like in extreme central Austin alone, a 2000 margin in the 2014 boxes would have yielded around a 5600 swing in votes (2800 nos changing to yeses, essentially). This is not yet sufficient to change the balance of the 2014 election (margin was about 27,000), but it is clearly a major portion of the swing.

Some key notes:

I have excluded Mueller because nobody lived there in 2000, so we can’t assign a reasonable value for their margin. The “mostly Mueller” precinct went for by 64% (1580/2470) – if I was forced to guess how they would have voted on the 2000 plan, I’d say 70%+. I also excluded one precinct on Auditorium Shores where 1 guy voted.

The 2000 report only has ranges for precinct margins. You can change the assigned value for each range in your copy of the spreadsheet if you want. I chose 75% for the “over 70%” boxes, 65% for the “60-70%” boxes, etc.

The precincts do not line up exactly. A few shifted boundaries, some were combined, numbers changed, etc. I have noted which precincts in 2000 I considered the most relevant for 2014. Again, you can save the spreadsheet yourself and change this if you wish. If more than one 2000 precinct was used for comparison, I averaged their assigned values first.

 
Why you should consider Martinez: He understands transit a lot for one of our city council, price which is admittedly a low bar. He has made some good urbanist choices in the past on the dais.

Also consider Martinez if: you believe he can, urticaria by himself, stop the (bad policy) 20% homestead exemption. Even though the impact of this is much smaller than most people would think (the city’s portion of your tax bill is relatively small; this doesn’t affect AISD or the county or ACC), it’s a move in the wrong direction.

Also consider Martinez if: you’re under the mistaken impression this is a strong mayor city. He makes good decisions sometimes and is not afraid to fight sometimes instead of compromise — which would be useful if our form of government had, let’s say, a mayoral veto. It doesn’t, though.

What should give you pause about Martinez: He hasn’t disavowed Project Connect at all. Despite being a ‘fighter’ he’s never fought any bad thing coming out of Capital Metro. He’s likely to produce bad transit plans in the future that don’t listen to anybody. He has made some really bad ads about Adler that verge on gaybaiting (the opera one) and incredibly misleading Koch-tying (the recent ones) and lying (the even more recent ones alleging Adler never did any public service, basically).

Why you should consider Adler: He seems to be a compromiser, and a facilitator, and likely to get along with everybody, which seems to be important given the clusterf**k the rest of the Council is looking like. In our system of government, remember, the mayor is just a council member with only a few non-ceremonial powers like running meetings. He seems interested in learning in areas where he is weak (which, sadly, transit is first and foremost). His ads promise to make it easier to redevelop your property, which implies a less than slavish adherence to the ANC (don’t tell them though). His ads have not been dirty and not been negative (and the one dumb thing his campaign did was from the campaign treasurer, see below). I have a hard time believing Adler would have been craven enough to behave as shamefully as all of our city council did with regards to Project Connect. He actually said he thought the PC process was bullshit, something which is fundamentally true. Some former city council members I respect have endorsed him.

Also consider Adler if: the 20% HEx is really important to you and you don’t care about renters or less affluent homeowners. It’s gonna be a big break over in Tarrytown, but not as big as people think.

What should give you pause about Adler: He’s said many dumb things about transit and transportation. Remember, anybody who puts “telecommuting” and “staggered work hours” and “traffic light synchronization” high on their list is either pandering or knows nothing about transportation. His campaign treasurer is a charity-industrial-complex socialite-type who has been nasty to me in the past and has also said dumb things about transit and transportation and unreservedly trusts people like JMVC. He supports the awful policy of the 20% homestead exemption. He doesn’t ever get specific on anything (I hate this). Even though he’s going to be 1 of 11 with some ceremonial extras, I still want to know specifics about what he would do and how he would vote (I expect this from any city council candidate and am often disappointed). Leffingwell endorsed him although this may be due to sour grapes.

Who should you vote for? Make your own choice. I lean Adler, for the top reasons of (council-wrangling) and (hasn’t been evil wrt Project Connect); and offered Adler’s campaign a possible endorsement if they wrote me back on a simple question, but they didn’t bother in time. So technically no endorsement here. Unlike some of my friends in AURA, I’m not going to say you’re crazy if you go the other way from me. I recognize that Adler’s lack of a record is an unfair advantage here, but Martinez’ campaign has made me grit my teeth, and frankly, I don’t think people should be able to get away with what they all did with Project Connect with no negative consequences.
Why you should consider Martinez: He understands transit a lot for one of our city council, thumb which is admittedly a low bar. He has made some good urbanist choices in the past on the dais.

Also consider Martinez if: you believe he can, by himself, stop the (bad policy) 20% homestead exemption. Even though the impact of this is much smaller than most people would think (the city’s portion of your tax bill is relatively small; this doesn’t affect AISD or the county or ACC), it’s a move in the wrong direction.

Also consider Martinez if: you’re under the mistaken impression this is a strong mayor city. He makes good decisions sometimes and is not afraid to fight sometimes instead of compromise — which would be useful if our form of government had, let’s say, a mayoral veto. It doesn’t, though.

What should give you pause about Martinez: He hasn’t disavowed Project Connect at all. Despite being a ‘fighter’ he’s never fought any bad thing coming out of Capital Metro. He’s likely to produce bad transit plans in the future that don’t listen to anybody. He has made some really bad ads about Adler that verge on gaybaiting (the opera one) and incredibly misleading Koch-tying (the recent ones) and lying (the even more recent ones alleging Adler never did any public service, basically).

Why you should consider Adler: He seems to be a compromiser, and a facilitator, and likely to get along with everybody, which seems to be important given the clusterf**k the rest of the Council is looking like. In our system of government, remember, the mayor is just a council member with only a few non-ceremonial powers like running meetings. He seems interested in learning in areas where he is weak (which, sadly, transit is first and foremost). His ads promise to make it easier to redevelop your property, which implies a less than slavish adherence to the ANC (don’t tell them though). His ads have not been dirty and not been negative (and the one dumb thing his campaign did was from the campaign treasurer, see below). I have a hard time believing Adler would have been craven enough to behave as shamefully as all of our city council did with regards to Project Connect. He actually said he thought the PC process was bullshit, something which is fundamentally true. Some former city council members I respect have endorsed him.

Also consider Adler if: the 20% HEx is really important to you and you don’t care about renters or less affluent homeowners. It’s gonna be a big break over in Tarrytown, but not as big as people think.

What should give you pause about Adler: He’s said many dumb things about transit and transportation. Remember, anybody who puts “telecommuting” and “staggered work hours” and “traffic light synchronization” high on their list is either pandering or knows nothing about transportation. His campaign treasurer is a charity-industrial-complex socialite-type who has been nasty to me in the past and has also said dumb things about transit and transportation and unreservedly trusts people like JMVC. He supports the awful policy of the 20% homestead exemption. He doesn’t ever get specific on anything (I hate this). Even though he’s going to be 1 of 11 with some ceremonial extras, I still want to know specifics about what he would do and how he would vote (I expect this from any city council candidate and am often disappointed). Leffingwell endorsed him although this may be due to sour grapes.

Who should you vote for? Make your own choice. I lean Adler, for the top reasons of (council-wrangling) and (hasn’t been evil wrt Project Connect); and offered Adler’s campaign a possible endorsement if they wrote me back on a simple question, but they didn’t bother in time. So technically no endorsement here. Unlike some of my friends in AURA, I’m not going to say you’re crazy if you go the other way from me. I recognize that Adler’s lack of a record is an unfair advantage here, but Martinez’ campaign has made me grit my teeth, and frankly, I don’t think people should be able to get away with what they all did with Project Connect with no negative consequences.

Honesty Agenda 2015 – Part Two

This is going to seem a bit disjointed because I ended up writing the main draft in the middle, cardiologist very cramped, opisthorchiasis seat of a very delayed flight to Atlanta for a business trip; and

Made With Notepad because paying for wifi for an hour of personal use seemed unwise. So here we go.

Refer back to Part 1 of the Honesty Agenda on Austin transportation for the introduction.

What do I mean when I say honesty?

Honesty is more than simply “technically telling the truth”. A good place to start, cialis 40mg but just to start, is the oath people take when testifying in court. So let’s at least look at those three parts:

The truth

Don’t say something which is obviously false. This is the easiest thing in the world to do, yet Capital Metro has gotten this wrong in the past (ref Todd Hemingson’s claim about the projection he made and then tried to claim he didn’t make, about first year Red Line ridership). The simplest attention by the media ought to catch our transit agency and city in this one, yet they rarely do (KUT being one very rare exception here).

The whole truth

Don’t say something which, while true, leads people to think they now know what’s going on, when you’ve actually kept a portion of the ‘whole truth’ behind so that they come to the conclusion you want them to. For instance, Capital Metro claims we’re going to have a new, exciting, frequent transit network (buses arriving at least every 15 minutes). If Capital Metro knows we used to have that, at least on the #1 route, and they don’t say so, they haven’t told the whole truth. Or, let’s say, if Capital Metro says ridership on MetroRapid is growing! (comparing 801 ridership six months ago to 801 ridership today), but overall ridership on the corridor is significantly below what it was before MetroRapid launched and staying stagnant since the initial drop, have they told the whole truth? Put another way:

Would “the 801 is doing better” be enough information without “but the overall 1/801 ridership is going nowhere and significantly below the old 1/101 ridership” for our elected leaders to make smart decisions?

Those aren’t even the most important examples though. During transit planning, this is far more critical. When the 801 was proposed, Capital Metro talked about how much faster it was going to be than the 1, while hiding the fact that it wasn’t going to be much, if any, faster than the existing limited-stop 101. It’s technically true that the 801 is faster than the 1. But it’s not the whole truth. It’s not useful in making decisions; the far more useful fact is the difference compared to the 101’s speed when it ran (and it turns out, there’s no difference except for that attributable to the downtown transit lane, which made the 1 faster and would have made the 101 faster too).

Nothing but the truth

Don’t add things that might (misleadingly) shade people away from the truth. Don’t talk about highway subsidies to try to mislead people away from a serious discussion on transit operating subsidies (the subsidy on a given highway might be higher than the Red Line, but it is irrelevant to a discussion of whether we can afford the Red Line subsidy as it currently exists).

But that’s not enough for me. Public agencies, funded by tax dollars, should meet a higher standard even than the above (which, after all, is just the oath people take when in an often adversarial relationship in court, to which the punishment for noncompliance is charges of perjury). Public agencies should educate taxpayers – in a way which does not lead taxpayers to a given conclusion, but allows them to make their own educated judgements. By this I do NOT mean the opinion pieces often approving cited, referenced, or retweeted by Capital Metro employees which are actually in direct conflict with their own actions without ever noting the problem. That’s fundamentally DIShonest.

Don’t Obfuscate

I also don’t mean Project Connect’s “data theater” exercises. “Showing your work” via PDF files, with ‘zones’ chosen and then changed, arbitrarily, by the people running the project in ways transparently obviously designed to make some projects rise to the top and others, uh, not; is not honest. Project Connect should have functioned as an open data source by which decision-makers (and the public) could make educated choices, but none of us who participated in that effort would describe it as anything except the exact opposite. In most other cities, Project Connect would have been a straight-up comparison between a few corridors (not this ‘subcorridors which are really zones which were purposefully drawn to make the route they knew they had to compete against look bad’ nonsense). Then, once a corridor was chosen, phase 2 would have been a straight-up comparison of ROUTES.

Don’t Be Disingenuous

disingenuous

This is a big one. It happens all the time. Most of the time you know your audience and you know what they know, so don’t pretend they’re talking about something they really aren’t (don’t oversimplify or misrepresent their argument).

For instance: “There are winners and losers with any change” is not an honest answer to a detailed explanation that points out that the frequency of the combined 1/801 is no higher than the frequency of the 1/101 was – which if honestly addressed, leads to the conclusion that every single local bus rider on the MetroRapid corridor is much worse off now that the new service came along, and the old express riders are for all intents and purposes paying a little more for a little more frequency, the same speed, and the same reliability (i.e. best case = no better off). The person making that statement about ‘winners and losers’ knows it’s not honest; but they know it’s technically true also – it’s just that the ‘winners’ were Capital Metro themselves, and the losers were, uh, all the riders. The public who pays your salary deserves better than being purposefully misled. Likewise, when Project Connect published ‘data’ from a ridiculous model that was essentially predicting almost three million daily transit riders in East Riverside alone and then tried to pretend it didn’t matter because it was just sort of a starting point, that’s disingenuous. If it didn’t really matter, throw that model out of the equation completely and use something that everybody agrees on (common basis). Because when it was left in, it provided significant confirmation for the theory among participants in the process that the data were being cherry-picked and/or made up to support a predetermined plan.

Offer All Sorts Of Data Without Prejudicial Conclusions

Why doesn’t Capital Metro publish their ridership numbers – and on the rare occasions when they do, why never in a form that can be processed by the public? The MTA in New York does.

Why don’t they publish their operating subsidies by mode (or even by line)? They haven’t done this at all since September of 2013, and if you think it’s because the Red Line subsidy figures would have damaged the public case for Proposition 1, you’re probably right! Yes, there’s arguments over methodology that would come into play in either case – but those arguments could be had in the open light of day. Instead, we assume that Capital Metro hides behind the firewall of freedom-of-information requests because they have something to hide (in many cases they do – for instance, recent word on the fare recovery ratio of MetroRapid is pretty awful). While I appreciate Ben Wear’s efforts in seeking this information (most media outlets don’t even try), it should be published every month on Capital Metro’s website so guys like me can analyze it. No excuses. If the data tells a bad story, then have a conversation about it with people who understand how transit works instead of hiding behind meaningless platitudes that prevent any transit project from ever being declared ‘bad’.

In future chapters I will explain in more detail, with many more specific examples, where we have fallen short on these metrics; and then what an honest Project Connect would have looked like. What an honest Capital Metro would look like. And what an honest City of Austin would look like. Because if we’re ever going to see real progress, that’s what we all need.

For 2015: An Honesty Agenda for Capital Metro (and others): Prelude

I’ve started this spreadsheet (read-only link; you can save and edit as you like) of mostly strong pro-rail boxes in 2000 (basically central Austin, hair until I hit the part of town where it started to lose – so a few non-yes precincts are included for geographic completeness). I didn’t go as far south as some people would; I consider central Austin to stop at Oltorf and go no further north than approximately Koenig. I did include some of lower East Austin.

Screenshot sample here:

20141115railspreadsheetpicture1

2014 results: http://traviselectionresults.com/enr/contest/display.do?criteria.electionId=20141104&contestId=71

2000 results: http://www.centralaustincdc.org/images/Rail_2000.pdf

So far, it looks like in extreme central Austin alone, a 2000 margin in the 2014 boxes would have yielded around a 5600 swing in votes (2800 nos changing to yeses, essentially). This is not yet sufficient to change the balance of the 2014 election (margin was about 27,000), but it is clearly a major portion of the swing.

Some key notes:

I have excluded Mueller because nobody lived there in 2000, so we can’t assign a reasonable value for their margin. The “mostly Mueller” precinct went for by 64% (1580/2470) – if I was forced to guess how they would have voted on the 2000 plan, I’d say 70%+. I also excluded one precinct on Auditorium Shores where 1 guy voted.

The 2000 report only has ranges for precinct margins. You can change the assigned value for each range in your copy of the spreadsheet if you want. I chose 75% for the “over 70%” boxes, 65% for the “60-70%” boxes, etc.

The precincts do not line up exactly. A few shifted boundaries, some were combined, numbers changed, etc. I have noted which precincts in 2000 I considered the most relevant for 2014. Again, you can save the spreadsheet yourself and change this if you wish. If more than one 2000 precinct was used for comparison, I averaged their assigned values first.

 
Why you should consider Martinez: He understands transit a lot for one of our city council, price which is admittedly a low bar. He has made some good urbanist choices in the past on the dais.

Also consider Martinez if: you believe he can, urticaria by himself, stop the (bad policy) 20% homestead exemption. Even though the impact of this is much smaller than most people would think (the city’s portion of your tax bill is relatively small; this doesn’t affect AISD or the county or ACC), it’s a move in the wrong direction.

Also consider Martinez if: you’re under the mistaken impression this is a strong mayor city. He makes good decisions sometimes and is not afraid to fight sometimes instead of compromise — which would be useful if our form of government had, let’s say, a mayoral veto. It doesn’t, though.

What should give you pause about Martinez: He hasn’t disavowed Project Connect at all. Despite being a ‘fighter’ he’s never fought any bad thing coming out of Capital Metro. He’s likely to produce bad transit plans in the future that don’t listen to anybody. He has made some really bad ads about Adler that verge on gaybaiting (the opera one) and incredibly misleading Koch-tying (the recent ones) and lying (the even more recent ones alleging Adler never did any public service, basically).

Why you should consider Adler: He seems to be a compromiser, and a facilitator, and likely to get along with everybody, which seems to be important given the clusterf**k the rest of the Council is looking like. In our system of government, remember, the mayor is just a council member with only a few non-ceremonial powers like running meetings. He seems interested in learning in areas where he is weak (which, sadly, transit is first and foremost). His ads promise to make it easier to redevelop your property, which implies a less than slavish adherence to the ANC (don’t tell them though). His ads have not been dirty and not been negative (and the one dumb thing his campaign did was from the campaign treasurer, see below). I have a hard time believing Adler would have been craven enough to behave as shamefully as all of our city council did with regards to Project Connect. He actually said he thought the PC process was bullshit, something which is fundamentally true. Some former city council members I respect have endorsed him.

Also consider Adler if: the 20% HEx is really important to you and you don’t care about renters or less affluent homeowners. It’s gonna be a big break over in Tarrytown, but not as big as people think.

What should give you pause about Adler: He’s said many dumb things about transit and transportation. Remember, anybody who puts “telecommuting” and “staggered work hours” and “traffic light synchronization” high on their list is either pandering or knows nothing about transportation. His campaign treasurer is a charity-industrial-complex socialite-type who has been nasty to me in the past and has also said dumb things about transit and transportation and unreservedly trusts people like JMVC. He supports the awful policy of the 20% homestead exemption. He doesn’t ever get specific on anything (I hate this). Even though he’s going to be 1 of 11 with some ceremonial extras, I still want to know specifics about what he would do and how he would vote (I expect this from any city council candidate and am often disappointed). Leffingwell endorsed him although this may be due to sour grapes.

Who should you vote for? Make your own choice. I lean Adler, for the top reasons of (council-wrangling) and (hasn’t been evil wrt Project Connect); and offered Adler’s campaign a possible endorsement if they wrote me back on a simple question, but they didn’t bother in time. So technically no endorsement here. Unlike some of my friends in AURA, I’m not going to say you’re crazy if you go the other way from me. I recognize that Adler’s lack of a record is an unfair advantage here, but Martinez’ campaign has made me grit my teeth, and frankly, I don’t think people should be able to get away with what they all did with Project Connect with no negative consequences.
Why you should consider Martinez: He understands transit a lot for one of our city council, thumb which is admittedly a low bar. He has made some good urbanist choices in the past on the dais.

Also consider Martinez if: you believe he can, by himself, stop the (bad policy) 20% homestead exemption. Even though the impact of this is much smaller than most people would think (the city’s portion of your tax bill is relatively small; this doesn’t affect AISD or the county or ACC), it’s a move in the wrong direction.

Also consider Martinez if: you’re under the mistaken impression this is a strong mayor city. He makes good decisions sometimes and is not afraid to fight sometimes instead of compromise — which would be useful if our form of government had, let’s say, a mayoral veto. It doesn’t, though.

What should give you pause about Martinez: He hasn’t disavowed Project Connect at all. Despite being a ‘fighter’ he’s never fought any bad thing coming out of Capital Metro. He’s likely to produce bad transit plans in the future that don’t listen to anybody. He has made some really bad ads about Adler that verge on gaybaiting (the opera one) and incredibly misleading Koch-tying (the recent ones) and lying (the even more recent ones alleging Adler never did any public service, basically).

Why you should consider Adler: He seems to be a compromiser, and a facilitator, and likely to get along with everybody, which seems to be important given the clusterf**k the rest of the Council is looking like. In our system of government, remember, the mayor is just a council member with only a few non-ceremonial powers like running meetings. He seems interested in learning in areas where he is weak (which, sadly, transit is first and foremost). His ads promise to make it easier to redevelop your property, which implies a less than slavish adherence to the ANC (don’t tell them though). His ads have not been dirty and not been negative (and the one dumb thing his campaign did was from the campaign treasurer, see below). I have a hard time believing Adler would have been craven enough to behave as shamefully as all of our city council did with regards to Project Connect. He actually said he thought the PC process was bullshit, something which is fundamentally true. Some former city council members I respect have endorsed him.

Also consider Adler if: the 20% HEx is really important to you and you don’t care about renters or less affluent homeowners. It’s gonna be a big break over in Tarrytown, but not as big as people think.

What should give you pause about Adler: He’s said many dumb things about transit and transportation. Remember, anybody who puts “telecommuting” and “staggered work hours” and “traffic light synchronization” high on their list is either pandering or knows nothing about transportation. His campaign treasurer is a charity-industrial-complex socialite-type who has been nasty to me in the past and has also said dumb things about transit and transportation and unreservedly trusts people like JMVC. He supports the awful policy of the 20% homestead exemption. He doesn’t ever get specific on anything (I hate this). Even though he’s going to be 1 of 11 with some ceremonial extras, I still want to know specifics about what he would do and how he would vote (I expect this from any city council candidate and am often disappointed). Leffingwell endorsed him although this may be due to sour grapes.

Who should you vote for? Make your own choice. I lean Adler, for the top reasons of (council-wrangling) and (hasn’t been evil wrt Project Connect); and offered Adler’s campaign a possible endorsement if they wrote me back on a simple question, but they didn’t bother in time. So technically no endorsement here. Unlike some of my friends in AURA, I’m not going to say you’re crazy if you go the other way from me. I recognize that Adler’s lack of a record is an unfair advantage here, but Martinez’ campaign has made me grit my teeth, and frankly, I don’t think people should be able to get away with what they all did with Project Connect with no negative consequences.

Honesty Agenda 2015 – Part Two

This is going to seem a bit disjointed because I ended up writing the main draft in the middle, cardiologist very cramped, opisthorchiasis seat of a very delayed flight to Atlanta for a business trip; and

Made With Notepad because paying for wifi for an hour of personal use seemed unwise. So here we go.

Refer back to Part 1 of the Honesty Agenda on Austin transportation for the introduction.

What do I mean when I say honesty?

Honesty is more than simply “technically telling the truth”. A good place to start, cialis 40mg but just to start, is the oath people take when testifying in court. So let’s at least look at those three parts:

The truth

Don’t say something which is obviously false. This is the easiest thing in the world to do, yet Capital Metro has gotten this wrong in the past (ref Todd Hemingson’s claim about the projection he made and then tried to claim he didn’t make, about first year Red Line ridership). The simplest attention by the media ought to catch our transit agency and city in this one, yet they rarely do (KUT being one very rare exception here).

The whole truth

Don’t say something which, while true, leads people to think they now know what’s going on, when you’ve actually kept a portion of the ‘whole truth’ behind so that they come to the conclusion you want them to. For instance, Capital Metro claims we’re going to have a new, exciting, frequent transit network (buses arriving at least every 15 minutes). If Capital Metro knows we used to have that, at least on the #1 route, and they don’t say so, they haven’t told the whole truth. Or, let’s say, if Capital Metro says ridership on MetroRapid is growing! (comparing 801 ridership six months ago to 801 ridership today), but overall ridership on the corridor is significantly below what it was before MetroRapid launched and staying stagnant since the initial drop, have they told the whole truth? Put another way:

Would “the 801 is doing better” be enough information without “but the overall 1/801 ridership is going nowhere and significantly below the old 1/101 ridership” for our elected leaders to make smart decisions?

Those aren’t even the most important examples though. During transit planning, this is far more critical. When the 801 was proposed, Capital Metro talked about how much faster it was going to be than the 1, while hiding the fact that it wasn’t going to be much, if any, faster than the existing limited-stop 101. It’s technically true that the 801 is faster than the 1. But it’s not the whole truth. It’s not useful in making decisions; the far more useful fact is the difference compared to the 101’s speed when it ran (and it turns out, there’s no difference except for that attributable to the downtown transit lane, which made the 1 faster and would have made the 101 faster too).

Nothing but the truth

Don’t add things that might (misleadingly) shade people away from the truth. Don’t talk about highway subsidies to try to mislead people away from a serious discussion on transit operating subsidies (the subsidy on a given highway might be higher than the Red Line, but it is irrelevant to a discussion of whether we can afford the Red Line subsidy as it currently exists).

But that’s not enough for me. Public agencies, funded by tax dollars, should meet a higher standard even than the above (which, after all, is just the oath people take when in an often adversarial relationship in court, to which the punishment for noncompliance is charges of perjury). Public agencies should educate taxpayers – in a way which does not lead taxpayers to a given conclusion, but allows them to make their own educated judgements. By this I do NOT mean the opinion pieces often approving cited, referenced, or retweeted by Capital Metro employees which are actually in direct conflict with their own actions without ever noting the problem. That’s fundamentally DIShonest.

Don’t Obfuscate

I also don’t mean Project Connect’s “data theater” exercises. “Showing your work” via PDF files, with ‘zones’ chosen and then changed, arbitrarily, by the people running the project in ways transparently obviously designed to make some projects rise to the top and others, uh, not; is not honest. Project Connect should have functioned as an open data source by which decision-makers (and the public) could make educated choices, but none of us who participated in that effort would describe it as anything except the exact opposite. In most other cities, Project Connect would have been a straight-up comparison between a few corridors (not this ‘subcorridors which are really zones which were purposefully drawn to make the route they knew they had to compete against look bad’ nonsense). Then, once a corridor was chosen, phase 2 would have been a straight-up comparison of ROUTES.

Don’t Be Disingenuous

disingenuous

This is a big one. It happens all the time. Most of the time you know your audience and you know what they know, so don’t pretend they’re talking about something they really aren’t (don’t oversimplify or misrepresent their argument).

For instance: “There are winners and losers with any change” is not an honest answer to a detailed explanation that points out that the frequency of the combined 1/801 is no higher than the frequency of the 1/101 was – which if honestly addressed, leads to the conclusion that every single local bus rider on the MetroRapid corridor is much worse off now that the new service came along, and the old express riders are for all intents and purposes paying a little more for a little more frequency, the same speed, and the same reliability (i.e. best case = no better off). The person making that statement about ‘winners and losers’ knows it’s not honest; but they know it’s technically true also – it’s just that the ‘winners’ were Capital Metro themselves, and the losers were, uh, all the riders. The public who pays your salary deserves better than being purposefully misled. Likewise, when Project Connect published ‘data’ from a ridiculous model that was essentially predicting almost three million daily transit riders in East Riverside alone and then tried to pretend it didn’t matter because it was just sort of a starting point, that’s disingenuous. If it didn’t really matter, throw that model out of the equation completely and use something that everybody agrees on (common basis). Because when it was left in, it provided significant confirmation for the theory among participants in the process that the data were being cherry-picked and/or made up to support a predetermined plan.

Offer All Sorts Of Data Without Prejudicial Conclusions

Why doesn’t Capital Metro publish their ridership numbers – and on the rare occasions when they do, why never in a form that can be processed by the public? The MTA in New York does.

Why don’t they publish their operating subsidies by mode (or even by line)? They haven’t done this at all since September of 2013, and if you think it’s because the Red Line subsidy figures would have damaged the public case for Proposition 1, you’re probably right! Yes, there’s arguments over methodology that would come into play in either case – but those arguments could be had in the open light of day. Instead, we assume that Capital Metro hides behind the firewall of freedom-of-information requests because they have something to hide (in many cases they do – for instance, recent word on the fare recovery ratio of MetroRapid is pretty awful). While I appreciate Ben Wear’s efforts in seeking this information (most media outlets don’t even try), it should be published every month on Capital Metro’s website so guys like me can analyze it. No excuses. If the data tells a bad story, then have a conversation about it with people who understand how transit works instead of hiding behind meaningless platitudes that prevent any transit project from ever being declared ‘bad’.

In future chapters I will explain in more detail, with many more specific examples, where we have fallen short on these metrics; and then what an honest Project Connect would have looked like. What an honest Capital Metro would look like. And what an honest City of Austin would look like. Because if we’re ever going to see real progress, that’s what we all need.
Honesty also requires that you be open and transparent – meaning that you must address legitimate criticism publically instead of ignoring it, condom attempting to delegitimize it, disorder or only addressing it privately.

Saturday while at my son’s chess tournament and writing this article, help I also stumbled across an old exchange (pre-election) between some folks in AURA (obviously not myself as I just found this discussion a couple of days ago) and one of the people in the Prop 1 campaign. The Prop 1 person indicated they “don’t do facebook battles” and wanted to set up a face to face meeting (this same person offered once to do the same thing with me).

20141031responsetolangmore

This happened to me other times too. During the Prop 1 issue, I got 5 or 6 offers to meet privately – usually on twitter – from people who would not communicate on the issue publically. I took one person up on it (mine said they didn’t do ‘twitter battles’) and had a lunch at Zocalo, in which no minds were changed. I also saw no serious public response; not even once; to the legitimate concerns raised by myself and other members of AURA. Basically, these folks want to be able to say their piece, and then never answer for it – and they think that if they can only get you one-on-one, they’ll be able to convince you to change your mind1. It’s a fundamentally insulting, and, quite frankly, dishonest worldview – akin to believing that they are the rational adults and you are just a willful child; and if they can isolate you from your peer group, you will bend to their will. Or, another common belief is that people on our side could not possibly believe what we were saying – so maybe face to face we could be convinced to see reason. Perhaps, the goal was to claim to persuadable folks in the middle that “we tried to meet with them and discuss their concerns but they said no”, as if it’s reasonable to expect that a guy with a suburban office job and young kids can get downtown every day of the week for individual meetings.

It’s not only the hangers-on that did this. I’ve seen the same thing from actual Capital Metro employees. And it has to stop. To me, if it’s not said in public where everybody can see, it doesn’t count. And if you lack the courage of your convictions enough to answer your critics, that says that you are not truly being honest. And no, John Langmore, a broadside a day before the election repeating the same talking points you used the whole time does not count.

As it turns out, a local executive tried desperately to fix things at the last minute by getting Leffingwell, Spelman, and a few others together with representatives from AURA and OurRail in which the willful children were asked, finally, by the mediator, what it would take to get them to vote for the plan. The changes offered by the ‘adults’ were meaningless, of course, because even immediately before getting pantsed at the polls, the bubble they put themselves in prevented them from believing that the pro-transit criticism of the plan was legitimate.

And by then it was far too late – the plan could not be changed in any meaningful way; the failure by the self-proclaimed adults to listen to and/or publically address those many legitimate arguments had doomed the proposition to a significant defeat at the polls (which is, granted, better for transit than if the bad plan had actually passed, but nowhere near as good as if the bad plan had been scuttled before being placed on the ballot).

Austin deserves better. Demand better.
Right now, dosage in order to get ridership numbers from Capital Metro, you practically have to file a freedom of information request.  That’s not the case in New York City;. In fact, Capital Metro stopped even publishing subsidy numbers more than a year ago.

Right now, whenever Capital Metro is asked about what’s next on rail, they mention a few possibilities, but pointedly do not mention the one route for which the transit activists and experts in Austin have continuously expressed a preference..

Right now, whenever Capital Metro is asked what they intend to do about local buses, they mention ideas for a ‘new’ ‘frequent’ network, and neither they, nor the media, bring up the inconvenient truth that Capital Metro used to have such a network, which they destroyed in order to make Rapid Bus look good less bad.

Right now, we’re coming off a rail campaign in which Austin’s transit advocates and experts rallied around defeating a rail proposal brought to them by a corrupt, dishonest, temporary agency comprised of mostly Capital Metro and some of the City of Austin. Said temporary agency is now pivoting even further towards suburban transit. In that rail campaign, our local media ranged from merely OK to outright cheerleaders for the establishment they claim to oppose. It’s clear that whichever side you fell on, you at least agree that Austin sustained a significant black eye.

Right now, the city of Austin is continuing a Guadalupe corridor study in which the overwhelming expressed preference of the people at the forum and via survey was for transit priority (either light rail or bus lanes), yet ongoing communications from the city mention neither.

Is anybody happy about this?

It’s time for a change. In following posts I will be laying out the 2015 Honesty Agenda on transportation. Most of the items will apply to Capital Metro (big shock). A few will apply to the City of Austin. A few will apply to the media. And a few will apply to my fellow transit activists. They are all things that should happen, if you want to feel good about what you’re pushing to the public (I’m being optimistic in presuming that even the worst offenders actually don’t like what happened at the end of 2014).

Join me on a new way forward – be honest about transportation and we’ll win more battles, and what’s more, the battles we win will be ones that were for things worth fighting for.


  1. I had a typo in here for a long time; thanks, actually, to JD Gins, for inadvertently pointing it out in March 2015 

How pro-Proposition-1 establishment figures try to get away with it

Dave Sullivan, for months, on the CCAG, at meetings like this one:

“Nobody will show me the data! Show me the data!”

AURA, yesterday, released the latest paper, with data on why Highland/ERC will cripple our transit system and prevent any future rail lines from being built.

20141020auracover

This is the same argument, with data, presented over the last few months by Julio Gonzalez-Altamirano. Dave Sullivan has been pointed to him on multiple occasions, by many people, including yours truly; with no response. Example:

20131204mikelettertodavesullivan

A contemperaneous post by Julio that I was hoping Dave would read: “Highland Score”, November 2013.

Did he ever stop saying “show me the data! Why won’t anybody show me the data?”?

No, he didn’t. Now we move forward to last week.

Dave Sullivan, 10/13/2014:

20141013sullivancomment

Any questions?

A very accurate summary of where we are

I don’t claim to know Leffingwell’s motivation, what is ed but everything else in this short post from Dave Dobbs via twitlonger is accurate:

“Austin’s Proposition One is a poison pill for democracy and the new 10-1 council.

My view is that when Mayor Leffingwell found himself on the losing end of the 10-1 vote, page he decided to make his prediction that such a council so constituted couldn’t function by saddling that future council with enormous debt and a totally non sequitur urban rail plan that doesn’t go where most people go, symptoms doesn’t address congestion, has far too few riders for far too much cost, will see too little fare box return and that will negatively impact bus service. Additionally, the convoluted rail ballot language politically encumbers the new council with certificates of obligation (CO) for $400 million in roads that will do nothing for Austinites, while at the same time authorizing bonds for a rail proposal that the FTA is not likely to put high on the list. And because Austin changed the original destination from Mueller to Highland ACC, another three years of federal planning (and more money) will be necessary to even get on the list for federal funding.

The bottom line here is that if Austin’s Proposition 1 passes, a new council, awash with voter mandated debt, will have it’s hands tied; subject to the charge that it’s not carrying out the voter’s wishes if it doesn’t spend the money. In short, passage of the rail bonds and the problematic road CO’s associated with those bonds is going to create endless static in council chambers for years. How can anything productive come out of that?”

Dave Dobbs,
Texas Association for Public Transportation

Rapid Bus has degraded bus service overall

This VMU on Lamar at North Loop (google maps link; as of 9/5/2014 the streetview picture is from construction) is open now. I like it. It has a bus stop right in front of it! Streetscape is good. There’s actually a new Taco Cabana across North Loop from it, unfortunately with a drive-thru, where the pretty image to the right has a grassy field1. The property to the south of the Taco Cabana appears ripe for redevelopment soon as another VMU; I’d be surprised not to see it go that way within a couple of years.

052512_wheatsville_1479950a

Let’s imagine the resident of one of these new apartments wants to take the bus to Wheatsville Co-Op, an urban grocer located at about 31st and Guadalupe. Lots of people used to ride the bus to Wheatsville last I checked.

For background, the VMU ordinance was enacted as a quid-pro-quo for the McMansion ordinance – the logic was that we would build tall apartments (for Austin, anyways) over walkable retail on corridors where transit frequencies and usefulness was high. Lamar/Guadalupe definitely fit that bill, at least originally.

Before the implementation of “Rapid Bus”, the #1 ran about every 13 minutes during peak periods on this route. Google maps says that the bus portion of this trip takes 8 minutes on the #1. Note that Google doesn’t even consider the 801 a viable option for this trip, unlike Capital Metro themselves. We’ll get to that in a minute.

We can use the same “show up and go” calculations from this post to come up with this graph. Short summary: If transit service is to be truly useful as a replacement for the car, it needs to be frequent enough that you don’t bother to check a schedule; you just show up at the stop and a bus comes pretty soon (and by the way this was one of the big marketing points for the #801; so this isn’t just a condition I’m placing on them to be mean). Note that the walking time on either end for the #1 trip is essentially zero – there are bus stops for the #1 (but not the #801) directly in front of the VMU building and the grocer.

Originally, when frequency was every 13 minutes, a trip to the grocery store would involve a 0 minute walk, an average 6.5 minute wait (half of frequency), and a 8 minute trip on the bus, for an expected trip time of 14.5 minutes. Not bad.

However, in the world we live in now, Capital Metro has cut half of the #1s and imposed instead the #801 in place of the #101, stealing the local frequency for the express. How does that service work for our apartment resident?

Same calculations as above – we end up with an expected wait of 13 minutes (it runs every 26 minutes during peak)2. Total trip time is now 21 minutes, if you can get a seat on this bus, which has been a problem ever since the 801 change happened.

But surely the 801 made up for this drop in service, right?

Again, Google won’t even give this as a trip; but Capital Metro’s trip planner does.

20140905capmetrotripplanner1

Huh. Cap Metro expects the user of this ‘service’ to walk about a half mile north to the “Brentwood Station”, wait (12 minute frequencies during peak), ride the bus to the “Hyde Park Station” (7 minutes), then walk about a half mile south to Wheatsville. Hey Google, how long will those walks take? Google says 8 minutes each, roughly.

So let’s graph those new trips, shall we?

20140905stackchart

The results show that, and all of this is compared to the conditions before the #801 started (“old #1” in the graph), a resident of this apartment building can now either pay the same amount of money for a much less frequent service (#1) that will now take about 50% longer to get where they want to go, or they can pay double the price for a reasonably frequent service (#801) that will take more than twice as long to go where they want to go. People boarding a bus at this stop and travelling to Wheatsville have seen a significant degradation in quality of bus service.

What’s the conclusion? Well, even if you are foolish enough to think a 26 minute frequency local service still qualifies as “show up and go”, the residents of this VMU and many others in the area are unquestionably much worse off after the implementation of MetroRapid. And what’s worse – the developments resulting from the VMU ordinance were sold to surrounding neighborhoods as less of an impact on their daily lives because we all assumed many of its residents would ride the bus.

Still true? Doubt it.

More to come.


  1. Chris Bradford bait 

  2. most people would not consider this “frequent” and thus probably wouldn’t even consider the ‘show up and go’ approach, but let’s keep going 

Council, board: Reject the LPA so we don’t have to vote it down.

The acronym is for “Bike Commutes I Have Known And Loved”.
I’ve been meaning to write a series of these for a long time for posterity’s sake, buy hemorrhoids but the combination of a recent bout of stupidity in the comments at austinist and recent economic conditions have reminded me to get going.
Here we go with #1.

Bike Commutes I Have Known And Loved #1: Central Austin (Clarksville) to North Austin (IBM)
Timeframe: 1997-1998
Rough sketch of route

Background: After spending my first year in Austin living in an apartment behind IBM on Gracy Farms and riding with a friend down to Town Lake and back many weekends, information pills I bought a condo in Clarksville and decided I’d bike to work more seriously (I had done it occasionally from the apartment – although it was so short it was kind of a waste of time). At the start of this period, I was still a borderline novice – I would shy away from busy streets and cling to hike/bike trails whenever possible.

Bike used: the old no-shock mountain bike (only one I still have in 2008). I bought the used touring bike right before I quit IBM in the spring of ’98.
Distance/Time: About 11 miles each way. In my typical physical condition at the time, the morning commute would take about 1:15 (75 minutes); the afternoon commute about 45 minutes.
Showers: Yes. IBM has a locker room in one of the “pink buildings” (east side of Burnet).

Route and comments:

When I first started this commute, I used the Shoal Creek Hike & Bike Trail up to 34th/38th. That proved to be dumb after a few trips; I found a much shorter and actually safer on-road route, detailed below.

First segment: To 35th: Get on West Lynn in Clarksville heading north. (Pictures are from 1999ish commute to S3, which comes later in the series). Cross Enfield at nice signalized crossing. Enjoy shade and picturesque mansions to end of West Lynn at Niles; turn left and head down to Hartford (one 4-way stop at Pease); then go up Hartford across Windsor (light). Hartford eventually bends and turns into Jefferson. Head up Jefferson and pass two busy 4-way stops for Westover & 29th; speed humps after that; but still a very civilized and shady and flat route up to light at 35th, where it opens way up.

At this point, my original idea was to get on Shoal Creek as quickly as possible – because I was still uncomfortable with bigger roads. I’d actually take a turn before arriving at 35th; heading down 34th and then through Seiders Springs Park to where Shoal Creek Boulevard starts at 38th; but this adds a big hill or two to the trip and a lot of time. Based on a recommendation from the austin-bikes list, I ended up with the approach below instead, which was far superior.

Segment #2: 35th to Shoal Creek: The trick here is that Jefferson crosses 35th and then hits an intersection at 38th where you can hop on Bull Creek Road, which appears to take you out of your way to the northwest, but is actually a faster and easier route overall. After crossing 35th, turn left at the next light to start up Bull Creek. Pass through light at 45th to end of road at Hancock. Turn right on Hancock, go down hill across the creek, back uphill; turn left at light on Shoal Creek. This particular spot was scary to me at first, as it requires one of the basic intermediate cycling tasks – taking the lane and then moving left to turn, although traffic was pretty light, but also required doing so on an uphill (unless I had maintained enough speed from previous downhill, I was usually going pretty slow by the time I got to the light).

Segment #3: Shoal Creek to almost 183: During the timeframe for this particular commute, Shoal Creek still had its original, pre-debacle, configuration: 7-ish foot wide bike lanes that occasionally had parked cars. (Note that in the slideshow, the striping is actually gone). At the time, I didn’t really know any better and would stay in the bike lanes – failing to assert proper positioning to safely pass parked cars – but there weren’t quite as many back in the late 1990s. Shoal Creek was a pretty good long route at this time – you always had or could obtain right-of-way at intersections (either 4-way stops or lights) all the way up to 183. When I first did this commute, I’d ride straight up to 183 and then sidewalk all the way past Burnet; but I later learned a route through the neighborhood which took me to the 183 frontage road much closer to Burnet, which is too convoluted to recall here, but this map of the area would probably suffice. Even as an experienced cyclist, I’d walk my bike across 183/Burnet; there were places I’d ride on the frontage roads, but this was not one of them.
Now, we leave the nice pictures behind.
Segment #4: Cross Burnet/183 and get on Metric. Easier said than done. There’s a fairly convoluted on-road route which could accomplish this which involved Steck, Ohlen and some backtracking, but at the time I did this commute, I’d rather be an occasional pedestrian than ride on some of those roads (Steck may soon become 3 lanes with bike lanes rather than its existing 4 narrow lane configuration, which would make that route much nicer). From last segment, walk bike along 183 frontage past strip mall to 183/Burnet light; cross Burnet and 183 eastbound frontage; cross under 183 to south side of northbound frontage; walk bike down that side to end of Metric; walk bike across to Metric Blvd. (Actually, Metric didn’t go all the way through when I started this commute – but it did by the end). On some of this route, you could actually ride (interior paved areas under the overpass), but it’s kind of dodgy on a road bike due to debris.
Segment #5: Up Metric to IBM. The southernmost stretch of Metric Blvd, from 183 to Rutland, was built during a brief time where the city actually put bike lanes on all new arterials – and is pretty darn nice. Crossing Rundberg, you get on a much older section of road, but there’s still plenty of space – super wide right lanes thanks to excessive freight truck use of this roadway. Some hills which are moderately difficult for the novice. There’s lights at Rutland, Braker, and Kramer, before you get up to Gracy Farms, where you want to turn left. Gracy Farms is 4 lanes and undivided but fairly low traffic, so even the novice me was comfortable taking the lane (especially downhill in the morning) and heading in the northwest corner of IBM off Gracy Farms.
Bus boost possibility: You can pick up the #3 shortly after segment #1 by heading over to 38th/Medical Parkway; but it only takes you to Braker, and is a pretty slow trip. Google Transit has this trip at 26 minutes which seems a bit low compared to my experience. This bus runs every 20 minutes and is heavily used – likelihood of the bike rack being full is pretty high. See other bike commutes for much better bus options.
Ratings:

  Rating Notes
Physical difficulty 3 Northbound: Some minor uphills south of 183; a moderate uphill north of 183. Southbound: Moderate hill up Gracy Farms; easy after that.
Scary factor 5 Burnet/183 crossing will scare away uncommitted novices.
Exercise efficiency 7 out of 10 Car trip in morning was very fast but exercise fairly high – inested about 55 minutes of time to get 75 minutes of exercise. Car trip in afternoon was only about 5 minutes faster than bike trip – invested 5 minutes to get 45 minutes of exercise
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 parts of this route on other commutes. Plenty of convenience stores. A bike shop or two up north.

Overall conclusion: A good starter commute for the most part, although a better bus boost would have been more helpful. Some mornings I didn’t have the time to spend to go all the way up there and take a long (low water-pressure) shower, so a bus-in-the-morning; bike-in-the-afternoon plan like I did at various other offices would have resulted in more days on the bike. As it was, I averaged 2 days a week in spring/summer/fall; only about once every other week in the winter.

A letter I just sent to the City Council and Capital Metro board.

Mayor, doctor council members, and board members:

Please oppose the Project Connect Locally Preferred Alternative presented to you tomorrow. This project, far from being the start of a worthy system, will ensure we are never able to develop a strong rail backbone for our area.

Many of you have heard complaints about the Project Connect process. Suffice to say that it’s a nationwide laughingstock at this point. Far from lauding them for their transparency, you should be asking yourselves why the most knowledgeable transit advocates here (and some from outside Austin as well) are opposing this proposal when in most cities, your best transit advocates are the most enthusiastic supporters of a rail proposal.

Courtesy Marcus Denton
Courtesy Marcus Denton

Despite what you hear from Project Connect, this is not simply a matter of wanting rail on Guadalupe and Lamar first. Those of us involved in transit advocacy for the longest time here in Austin and that have the most experience observing other cities have come to the conclusion that for a couple of reasons, building rail on the Highland route means we will never get rail on our best corridor.

The choice of a low ridership route to serve development interests means we will have large operating subsidies for riders compared to existing bus service on that corridor, which will lead to service cuts – a death spiral for transit rather than the virtuous circle we hope rail transit will be when applied to our best corridors. We will have used up our scarce remaining financial and political capital on a line that never pays us back. Rail should be built where it provides operating cost advantages over existing bus services – not where it will cost even more to run.

In addition, there exists substantial doubt among transit advocates that the FTA would ever fund rail on Guadalupe/Lamar if they already funded Highland, due to the proximity of the corridors. Of course, we’d also face political headwinds in building what voters would perceive as a 3rd rail line serving north central Austin.

Please do the right thing and reject this LPA before we organize the voters to do it. I stand with many strong local transit advocates in promising that we will oppose this line if it is placed on the ballot in November, and we will do our best to make sure it does not pass. I hope you do not allow it to come to this.

Regards,
Mike Dahmus
(Urban Transportation Commission 2000-2005).

Keep It Simple, Stupid

I almost made this response on the twitter but thought it should be more permanent.

Trying to figure out where to put a rail line in a city where you have lots of unmet transit demand and an inadequate funding stream to do everything you want to do? IE, buy information pills you live in the real world?

PUT YOUR RAIL LINE WHERE IT REQUIRES THE LEAST POSSIBLE OPERATING SUBSIDY.

kiss

It’s just that simple.

Don’t talk about disrupting traffic. Don’t talk about TOD. Don’t talk about bridges or tunnels.

If you put your rail line where it requires a very large operating subsidy, you end up having to cut bus service to make up the budgetary impact. This is what Capital Metro had to do during the early days of the Red Line. Both the best 98x buses and the 9 bus were cancelled to make up for operating subsidy overruns from the Red Line. Only today is the operating subsidy anywhere close to the original budget (and it’s still monstrously high – something like $20/ride). We’d have more buses running more routes today if the Red Line had never been built, in other words. The presence of the Red Line means that the people of Austin have less transit today than they otherwise would have. This is how you can tell it was a BAD RAIL LINE.

If you put your rail line where it requires a very small operating subsidy (ideally less than existing bus service1, you end up having MORE money to spend on more buses elsewhere, or on the next rail line. The best way to find that corridor is to find a corridor where a ton of people ride the bus, and where research indicates even more people would ride the train (because it’s more comfortable and reliable than the bus is today).

Anybody who wants to make it more complicated than that is trying to confuse you and get you to support a rail line that you should not support.

Hey, you ask. What about my second rail line?

Go back to the beginning of this post and repeat. The same, simple, formula works for every single rail line your city will ever build. Pick the corridor where the rail line will have the lowest possible operating subsidy. Rinse. Repeat.

Third rail line? Is it more complicated yet? NO. GO BACK TO THE BEGINNING OF THIS POST AGAIN.

Fourth? Fifth?

NO. NO. GO BACK TO THE BEGINNING. This simple process works for every rail line – it tells you which one you should do next.

This is how you build an actual network instead of a struggling disaster like we have in Austin. Again, anybody who tells you it’s not this simple is trying to fool you into supporting something that’s not in your best interest. They have ulterior motives, like, for instance, being on the board of a community college which took over a decaying mall2. Or wanting to make a medical school look shinier.

By the way, if you follow this process, you don’t need to lie about your conversations with the Federal Transit Administration either. Hint.

Now I’m off to Germany. Where they actually use logic like the above. Which is why their rail networks actually, you know, work.

parksandrec_micdrop


  1. One way you can tell whether your city is ready for rail at all is whether you can find a corridor where rail would lower the operating subsidy compared to existing bus service. If you have no such corridor, you might not be a good candidate for rail, yet! 

  2. Hello Highland Mall!). Or, for instance, not wanting to be politically embarassed about previous bad decisions ((The real reason for no G/L is this embarassment. Future blog post will show comments about the Federal Transit Administration are misleading at best; lies at worst 

Why Not Highland, in comment form from OurRail

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.
Lie #1 during Phase 1 of Project Connect was the justification of the collapsing of the West Campus and UT “subcorridors” (zones) into the Core subcorridor/zone “so we could ensure they would both be served by any initial alignment”.

At the time, cheapest on November 1st, see I made this post, which asserted that there was no way this decision was being made to ‘serve’ West Campus; that, in fact, it was being made to avoid having to serve West Campus (which would obviously imply a route on Guadalupe).

Now, the final alignment through campus has been decided. Let’s see what we got. Click on most of these to make them bigger.

From Project Connect’s presentation to the CCAG on Friday February 21st:

20140221_PC_Campus_Area

Huh. Look at that. Not only do we not even see West Campus, but we can’t even see the western half OF campus. What a shock!

But it’s probably just a misleading image, right? There’s no way Project Connect would have told everybody they were going to serve West Campus and then not do so – West Campus must be just right underneath the words on the left, right?

Let’s see how far away a couple points on San Jacinto are from a location two blocks west of Guadalupe, using Google Earth. (The center of density in West Campus is not on Guadalupe – the best height entitlements are actually several blocks to the west. A ‘population center’ of West Campus in a few years will likely be 3 or 4 blocks west of Guadalupe; so me using 2 blocks is being generous to Project Connect).

Remember that the rule of thumb in transit planning for years has been that most people will not regularly walk more than a quarter of a mile from their home to their transit stop (or from their transit stop to their office). A few will do more, but the quarter-mile rule ensures you will get most of your possible transit market. Some people lately have tried to assert that good rail transit can do the same thing with a half-mile walking radius; in my opinion, this works in some cities where parking is quite difficult, but primarily on the home end of the trip, not the office end.

First, from 21st and San Jacinto to two blocks west of Guadalupe on 21st:

20140221_21SJ_TO_WC

 

0.6 miles. The main density of West Campus is definitely not served by San Jacinto even by the most generous standard. Guadalupe itself is 0.48 miles away; served only barely by the most generous standard. In other words, the side of campus with the most activity is well outside the commonly accepted walking radius and just barely inside the most generous one.

Now let’s try 24th.

20140221_24SJ_TO_WC

 

0.58 miles to where West Campus’ density starts. West Campus is not served at all by a stop here, either.

Finally, Dean Keeton and San Jacinto:

20140221_DKSJ_TO_WC

 

 

 

Nope. 0.54 miles to the start of West Campus’ density. To the start. Still outside even the most generous reading of “served”.

Project Connect, the claim of yours made back in November is still a lie.

Lie-stamp
On days like this where I have no time it’s so nice that others have picked up the slack. I’m just going to republish their comments to Langmore’s disingenuous and mendacious letter to the Chronicle. It is just horrible that a guy like Langmore, tadalafil a rail consultant responsible for many horrible projects that have set back transit for years due to low ridership and huge operating subsidies, read more has this kind of soapbox and power.

First, from Chris Lazaro:

One of my biggest problems with Mr. Langmore’s letter is not that he misinterpreted our call to consider Lamar/Guadalupe as a call to pull the plug on MetroRapid (which is not true, by the way). Rather, my biggest issue here is this data that he and others are so quick to trust, despite warnings from trustworthy professionals in the transportation field that the data is both flawed and incomplete.

I can tell you that, as a transportation planner myself, garbage in absolutely equals garbage out–and that is precisely what is happening here. Frankly, some of the metrics used by the Project Connect team to evaluate the transit sub-corridors is laughable and, at the least, should not have been given nearly as much weight as they were. The team can pretend that they altered weights and still identified Highland as the #2 route, but when some of the appropriate datasets are ignored altogether, how can we trust that we have been given the complete picture?

And, beside all of that, Langmore and other Council members have spent all this time defending the Highland sub-corridor that East Riverside (a corridor that we all agree makes sense) is quickly falling by the wayside. It is becoming evident that the Mayor wanted Highland to move into the Phase 2 study, regardless of what else was going on.

At the very least, Langmore, Leffingwell, and the rest of City Council needs to come clean about their intentions for Austin’s next transit investment. If it is to serve the interests of ACC and the Seton Medical Center, then they need to admit that. Hiding behind threats of lost funding and lost support from the FTA will not suffice.

Last, but not least, cities across this country sell Bus Rapid Transit to its residents as an interim solution until rail is affordable along a particular corridor. In other words, cities invest in BRT because they believe it is viable for fixed rail (streetcar, light rail, etc.) and that the system can later be upgraded. If Austin instead wants to argue that its pseudo-BRT system actually precludes future rail investment, then we MUST stop using this upgradability as a selling feature. Period.

It’s time that Langmore, the Mayor, the rest of Council and the Project Connect team be honest about what is happening.

Second, from Cory Brown:

t’s not the least bit unreasonable to question the institutional support of organizations that brought us MetroRail, and its expensive rider subsidies.

It’s also not unreasonable to question the claims of Mr. Langmore, who has chosen to publicly ignore the truth. The next person Mr. Langmore can name as suggesting we “pull the plug on a $48 million investment the month before it opens” will be the first.

If Mr. Langmore & CapMetro can’t be truthful regarding advocates who merely disagree with one facet of their proposal, how can we trust them when it comes to operational costs & ridership estimates?

Third, from Niran Babaloa:

John Langmore’s willingness to misrepresent the arguments of the folks he disagrees with is insulting. Who said we should “pull the plug on a $48 million investment the month before it opens”? The message he has heard from the citizens who disagree with him is clear: do not build a rail line to Highland before putting rail on Lamar. Either start with a line on Lamar and move MetroRapid when the rail line opens a decade from now, or start with East Riverside so Lamar can come second.

As an exercise for the reader, how often do you find yourself needing to head to places on Guadalupe and Lamar? How often for Red River? If you’re like most of the Austinites that are forced to waste their time stuck in traffic on the Drag each day, it’s clear that there are tons of people who want to go places along the Guadalupe/Lamar corridor. We should put rail there.

The question before us is timing. Ideally, we’d start with Lamar, which has the jobs and housing that make it the highest transit ridership already. A good plan B would be starting with East Riverside, where ridership is high, and the zoning allows for enough density for the ridership to be even higher. Highland, however, doesn’t have the density of people or jobs to make for a blockbuster first line, which endangers our chances of building a second and a third.

The biggest issue with Highland is that there is no way voters will approve rail down Lamar once there’s a line to Highland. A second line through Hyde Park before the rest of the city has seen any rail won’t seem fair to most people, and I don’t blame them. Rail to Highland means rail on our best transit corridor won’t happen until the middle of the century. If the places that people want to go can only be reached by buses stuck in traffic, people will stay in their cars, traffic will stay terrible, and we won’t become a city where it’s normal to take transit for decades.

This is the future that the citizens who have been paying attention are trying to avoid. We’re not trying to “pull the plug” on MetroRapid. We’re trying to avoid making the mistake of allowing the backbone of our transit system to remain slow for decades. Join us, and tell city council that if they put a rail line to Highland on the ballot, you’ll vote against it.

Finally, Mark Cathcart expresses his concerns in a separate post

Oh, and I’m giving John a rare Worst Person In Austin award. Well done.
On days like this where I have no time it’s so nice that others have picked up the slack. I’m just going to republish their comments to Langmore’s disingenuous and mendacious letter to the Chronicle. It is just horrible that a guy like Langmore, viagra a rail consultant responsible for many horrible projects that have set back transit for years due to low ridership and huge operating subsidies, has this kind of soapbox.

First, heart from Chris Lazaro:

One of my biggest problems with Mr. Langmore’s letter is not that he misinterpreted our call to consider Lamar/Guadalupe as a call to pull the plug on MetroRapid (which is not true, by the way). Rather, my biggest issue here is this data that he and others are so quick to trust, despite warnings from trustworthy professionals in the transportation field that the data is both flawed and incomplete.

I can tell you that, as a transportation planner myself, garbage in absolutely equals garbage out–and that is precisely what is happening here. Frankly, some of the metrics used by the Project Connect team to evaluate the transit sub-corridors is laughable and, at the least, should not have been given nearly as much weight as they were. The team can pretend that they altered weights and still identified Highland as the #2 route, but when some of the appropriate datasets are ignored altogether, how can we trust that we have been given the complete picture?

And, beside all of that, Langmore and other Council members have spent all this time defending the Highland sub-corridor that East Riverside (a corridor that we all agree makes sense) is quickly falling by the wayside. It is becoming evident that the Mayor wanted Highland to move into the Phase 2 study, regardless of what else was going on.
At the very least, Langmore, Leffingwell, and the rest of City Council needs to come clean about their intentions for Austin’s next transit investment. If it is to serve the interests of ACC and the Seton Medical Center, then they need to admit that. Hiding behind threats of lost funding and lost support from the FTA will not suffice.
Last, but not least, cities across this country sell Bus Rapid Transit to its residents as an interim solution until rail is affordable along a particular corridor. In other words, cities invest in BRT because they believe it is viable for fixed rail (streetcar, light rail, etc.) and that the system can later be upgraded. If Austin instead wants to argue that its pseudo-BRT system actually precludes future rail investment, then we MUST stop using this upgradability as a selling feature. Period.
It’s time that Langmore, the Mayor, the rest of Council and the Project Connect team be honest about what is happening.

Second, from Cory Brown:

t’s not the least bit unreasonable to question the institutional support of organizations that brought us MetroRail, and its expensive rider subsidies.

It’s also not unreasonable to question the claims of Mr. Langmore, who has chosen to publicly ignore the truth. The next person Mr. Langmore can name as suggesting we “pull the plug on a $48 million investment the month before it opens” will be the first.

If Mr. Langmore & CapMetro can’t be truthful regarding advocates who merely disagree with one facet of their proposal, how can we trust them when it comes to operational costs & ridership estimates?

Third, from Niran Babaloa:

John Langmore’s willingness to misrepresent the arguments of the folks he disagrees with is insulting. Who said we should “pull the plug on a $48 million investment the month before it opens”? The message he has heard from the citizens who disagree with him is clear: do not build a rail line to Highland before putting rail on Lamar. Either start with a line on Lamar and move MetroRapid when the rail line opens a decade from now, or start with East Riverside so Lamar can come second.

As an exercise for the reader, how often do you find yourself needing to head to places on Guadalupe and Lamar? How often for Red River? If you’re like most of the Austinites that are forced to waste their time stuck in traffic on the Drag each day, it’s clear that there are tons of people who want to go places along the Guadalupe/Lamar corridor. We should put rail there.

The question before us is timing. Ideally, we’d start with Lamar, which has the jobs and housing that make it the highest transit ridership already. A good plan B would be starting with East Riverside, where ridership is high, and the zoning allows for enough density for the ridership to be even higher. Highland, however, doesn’t have the density of people or jobs to make for a blockbuster first line, which endangers our chances of building a second and a third.

The biggest issue with Highland is that there is no way voters will approve rail down Lamar once there’s a line to Highland. A second line through Hyde Park before the rest of the city has seen any rail won’t seem fair to most people, and I don’t blame them. Rail to Highland means rail on our best transit corridor won’t happen until the middle of the century. If the places that people want to go can only be reached by buses stuck in traffic, people will stay in their cars, traffic will stay terrible, and we won’t become a city where it’s normal to take transit for decades.

This is the future that the citizens who have been paying attention are trying to avoid. We’re not trying to “pull the plug” on MetroRapid. We’re trying to avoid making the mistake of allowing the backbone of our transit system to remain slow for decades. Join us, and tell city council that if they put a rail line to Highland on the ballot, you’ll vote against it.

Finally, Mark Cathcart expresses his concerns in a separate post

Oh, and I’m giving John a rare Worst Person In Austin award. Well done.
So yesterday, cialis 40mg I saw a couple of self-congratulatory tweets about the upcoming service changes (on Sunday) which start the process of eliminating service to large parts of central west Austin. This was particularly interesting given that I had just added information to our rental property’s MLS listing about “distance to MetroBus” (the #9, at least until Sunday, has a stop about 100 feet away). So here’s what I tweeted in response:


(some short background on the taxes and Red Line issue here)

Shortly thereafter, it was retweeted by another user. Capital Metro PR guy JMVC responded (to that user, not me) that the service change resulted in increased service, and that “you should take what he says with a grain of salt”. I had planned to just link to this tweet but since yesterday I’ve been blocked (JMVC has been non-public tweeting for a long time; although he certainly shares his opinions with most of the local decision-makers despite not being willing to be similarly available to the public).

Here’s the image:

So let’s examine in detail. My tweet:

Continue reading “Why Not Highland, in comment form from OurRail”