Here They Go Again

Best-case time for Rapid Bus, cheap here we are.

The existing service on Burnet Road heading southbound into downtown in the morning rush looks like this:

Screen Shot 2013-02-21 at 9.45.16 AM

This basically boils down to a local bus every 22 minutes during the morning peak. Service drops slightly to 26-minute headways during the mid-day, angina and then rises back to 22 minutes during the evening peak. People from other cities may not believe this, but this actually qualifies as frequent by Austin standards. This route makes a lot of stops. Meaning it’s fairly slow, but you don’t have to walk far to pick it up (I used to use this one, occasionally, for a former work commute).

Stops on existing #3

The new Rapid Bus line running on Burnet/Lamar (the second one to be built, but the first one we’re talking about) will run every 10 minutes during the morning peak, and every “12-20 minutes” during the mid-day.

Here’s a diagram of the Rapid Bus route replacing the #3 (look at the purple line). The bus will only stop at the indicated ‘stations’ (bench + sign).

MetroRapid on Burnet/S Lamar

An interesting aside: Capital Metro’s newest MetroRapid presentations now only include the best example of travel time improvement for each route (somewhat OK in the case of the #3 replacement; complete bullshit on the other route). Luckily, your intrepid reporter located the old presentation from which the picture below is taken

And here’s the travel time estimate improvement graphic from Capital Metro:

MetroRapid #3 improvements

So we can see a pretty big travel improvement here – focusing on North Austin, a 20% or so time improvement over the #3. But where does that improvement come from? Traffic lights, or reducing stops?

Unfortunately, there’s no existing express service (limited-stop) on the corridor to compare to, so we can’t answer that question – but the results from the next post may serve illustrative on that metric. Stay tuned.

In the meantime, let’s imagine a couple of users of the current #3 and see how this affects them. Using 600 Congress for the destination here.

Allan Allandale boards the #3 bus today at a stop that will be served by the new MetroRapid service. He gets on the bus at Justin/Burnet today for his job downtown. Currently, this trip takes from 8:11 to 8:43. 32 minutes. In the new service, we’ll be completely credulous and assume the 20% time reduction from the entire “Domain to 10th St” trip applies equally here – and the new trip will take 25 minutes (32 – (20% == 7)). Allan saved 7 minutes.

But that’s not the only case. Scroll back up and notice the high number of #3 stops up there. Most of those are going away; unlike the other Rapid Bus line on Guadalupe/Lamar, the existing local bus is not just being cut; it’s being eliminated. So a person may have to walk quite a bit further to the new stop than the old one.

Suppose Allan’s friend Andy Allandale lives in a slightly different spot in Allandale and currently uses the bus stop at Burnet & Greenlawn. His extra walk from that bus stop down to Justin/Burnet will take about 4 minutes. Doesn’t seem like much, but remember Andy is only going to save 7 minutes on the actual bus ride. So the savings for Andy are actually only 3 minutes.

This pattern gets worse the closer in you get to town (and better the further out you get) – which makes sense. A 20% time savings is going to buy you more savings on the bus part of the trip the further out you are, and if the walk penalty is about the same, the suburbanite will benefit more from the service than will the urbanite. Unfortunately, this ruins the narrative that Rapid Bus is going to be great for Central Austin. In fact, Rapid Bus delivers its travel time benefits on the #3 route disproportionately to people who live very far out; people in Central Austin likely see little benefit even if they live right next to the stop; and zero or even worse conditions if they live next to a #3 stop that’s being eliminated.

Worse case scenario still: Ronald Rosedale currently boards the #3 at 45th and Burnet. The new Rapid Bus that eliminated the #3 actually moves away from Burnet here over to Lamar – the closest new stop will be at Sunshine and Lamar (or 40th and Lamar). 8 minute walk, which totally eliminates the time savings from the Rapid Bus trip.

Once we go further south than that, we’re into the territory where the lines overlap, and the #1 remains a (less frequent than before) option.

Now, what about frequency? On this corridor, all users see a significant increase in peak-hour frequency, roughly doubling the number of available bus trips per hour over current conditions. Mid-day frequency improvement is likely not significant (I’d wager the 12-20 minute citation here means this corridor is getting 20 minute headways and the other one 12; existing conditions are 26-minute headways).

So the conclusion for the #3 corridor? If you live far out of the core, but still close to a stop that will be served by the new service, you are going to be much better off. If, however,

On to Guadalupe/Lamar Rapid Bus next, likely next week.

Short epistle posted by me to a couple of neighborhood lists in response to attempts to rally the usual suspects behind an effort to enact rental registration in order to supposedly stop “stealth dorms”.

I promise I’ll get back to Rapid Bus someday.

Here’s the actual note I sent:

 

 

 

The attempts to tie this rental registration initiative to stealth dorms seems very similar to attempts to justify the McMansion ordinance based on a supposed “drainage emergency” (remember?).

Given that this resolution claims to be a boon for renters, unhealthy has there been any outcry, at all, from renters or people who purport to represent them, for a solution like this? As a landlord who occasionally has to bother my tenants by entering the dwelling they’re paying to inhabit for things like supervising a repair crew, I have a hard time believing they’re enthusiastic about additional mandatory visits (inspections) from people they don’t know and don’t approve.

Or has this been pushed solely by nearby homeowners against certain problematic behaviors they associate with renters, such as noise and trash? If so, why are the existing enforcement mechanisms insufficient, or if they are not, in what ways will these new enforcement mechanisms somehow succeed in discouraging the real problematic behaviors being experienced (noise, trash)?

Has the affordable housing community weighed in, at all, about the sometimes-mentioned reduction in “unrelated tenants” from 6 to 4? And on the registration fee’s impact as well? (I’ve seen a posting on another neighborhood’s list from a homeowner who rents two rooms to people to help pay his mortgage and has indicated he’ll likely have to stop, and sell, if the fees are non-trivial).

I have a sneaking suspicion that this is really about stopping properties from being rented in Central Austin in general. And I cannot support measures like that, nor do I have a lot of respect for those who would.

– MD

A message I just posted to the Hyde Park NA list

In response to this site and calls to support it. Some links added as I find them. The post to which I replied, erectile misbirth paraphrased, this site pilule is something like “We believe in urban density but not these boarding houses / dorm duplexes”. Don’t want to quote without permission, cheap but that was the gist.

My response was:

So I too believe in urban density, and these buildings stink. I’m eager to meet new converts to the cause! Having lived for years on E 35th next to a big duplex and across an alley from a small apartment complex, I can tell you that even with a wonderful, responsive, landlord; the apartments beat the duplex hands-down for being good neighbors.

In the past, both Hyde Park NA and NUNA fought VMU on Guadalupe and then retreated to a position of demanding no parking reductions when the first battle was ‘lost’ (which effectively prevents all but the most high-dollar developments from materializing). The neighborhood plans call for minimal increases in density (in NUNA, it would be impossible to even rebuild some of the older apartment complexes on Speedway, for instance). NUNA fought the Villas on Guadalupe. Apartments and renters are demonized on this list. On and on and on.

So, I’m assuming those against these ‘dorm-style duplexes’, which are catering to an unmet-for-decades demand for student housing close enough to ride bikes to UT are going to be in favor of increased MF development not only on the edges of our neighborhood but on good transit corridors such as Speedway and Duval, right? New morning and all?

Mueller Grocery – Suburban or Urban?

Woop de doo!

Image of Mueller "Market District" from 2010
Urban or suburban?

This image is from the 2010 presentation of the Mueller “market district”. The big box in the lower right is the grocery store, prescription which is now apparently going to be an HEB.

But the most important question by far: will it be urban or suburban? Let’s ask our old friend David Sucher of City Comforts:

Urban Starts With The Location Of The Parking Lot
Urban Starts With The Location Of The Parking Lot

 

As Chris put it, approved

The parking lot will be much nicer than average, symptoms but this makes the development merely suburban chic not urban.

Sadly, par for the course for our supposed ‘new urban showcase’. I’ve covered Mueller irregularly in the past as has Chris. Notice we’re in 2011 now; no sign of the Town Center; relatively little multi-family development; but the single-family homes and strip malls – they are still there and doing fine. Sigh.

As for how green and sustainable this will be, what with energy efficiency, water efficiency, etc.; a wise ass man on twitter once said this:

Green building vs. sustainability

A Stark Choice Begins Today

Lots of people, vitamin more about including some of my favorite people at Capital Metro, page are claiming that the Red Line is now “meeting projections”. Hmm. Let’s analyze this claim by looking at the archives, shall we?

1. The Red Line was opened up in 2009 – projecting 1700-2000 boardings/day, from Day One, with the following schedule:
This is the last monthly data we get before Big Changes make for a big discontinuity in the graphs. December is, anaemia as Capital Metro wants to make sure you know, drugs a low ridership month. As usual, click for larger versions. Analysis follows the pictures.

Continue reading “A Stark Choice Begins Today”

The Austin Neighborhoods Chronicle

Lots of people, vitamin more about including some of my favorite people at Capital Metro, page are claiming that the Red Line is now “meeting projections”. Hmm. Let’s analyze this claim by looking at the archives, shall we?

1. The Red Line was opened up in 2009 – projecting 1700-2000 boardings/day, from Day One, with the following schedule:
This is the last monthly data we get before Big Changes make for a big discontinuity in the graphs. December is, anaemia as Capital Metro wants to make sure you know, drugs a low ridership month. As usual, click for larger versions. Analysis follows the pictures.

Continue reading “The Austin Neighborhoods Chronicle”

My endorsements

Lots of people, vitamin more about including some of my favorite people at Capital Metro, page are claiming that the Red Line is now “meeting projections”. Hmm. Let’s analyze this claim by looking at the archives, shall we?

1. The Red Line was opened up in 2009 – projecting 1700-2000 boardings/day, from Day One, with the following schedule:
This is the last monthly data we get before Big Changes make for a big discontinuity in the graphs. December is, anaemia as Capital Metro wants to make sure you know, drugs a low ridership month. As usual, click for larger versions. Analysis follows the pictures.

Continue reading “My endorsements”

Poor Little Rich Girl

Lots of people, vitamin more about including some of my favorite people at Capital Metro, page are claiming that the Red Line is now “meeting projections”. Hmm. Let’s analyze this claim by looking at the archives, shall we?

1. The Red Line was opened up in 2009 – projecting 1700-2000 boardings/day, from Day One, with the following schedule:
This is the last monthly data we get before Big Changes make for a big discontinuity in the graphs. December is, anaemia as Capital Metro wants to make sure you know, drugs a low ridership month. As usual, click for larger versions. Analysis follows the pictures.

Continue reading “Poor Little Rich Girl”

Austin environmentalists continue proud tradition of harming the environment

I posted this link on twitter with the caption: “Austin Urban Rail Goes To Hell”. Note entry number for giggles.
I really don’t have time for this, more about salve with the 60 hour workweeks, shop young family including baby that still doesn’t sleep nights, and impending back surgery, but I have to say something, so I’ll be brief.
I offered a year or more ago to become involved with Leffingwell’s team on the urban rail project. I was ignored. (Note: I offered quite nicely.)
Recently, the plans have crystallized – and it’s bad. Shared running almost everywhere – except for one (admittedly long, but not really relevant) stretch from I-35 to the airport, the trains will be stuck behind cars – or at best, buses (including local buses). No, a ‘possible future transit lane’ on Guadalupe/Lavaca doesn’t mitigate; unless it’s reserved for ONLY Rapid Bus and the train – and I don’t see that happening; it’s going to be stuffed with locals too, and that’s if it even happens.

Unlike Brewster McCracken, who talked up reserved guideway everywhere except the leg out Manor to Mueller, Leffingwell’s team has relented and the plan now calls for the trains to be stuck in traffic almost everywhere important. McCracken talked about “time certainty” being a big deal on a trip to/from the airport (or to/from work, of course). You don’t get that without your own lane – period. No amount of Rapid [sic] Bus technology is going to get you there.
This rail plan, in its current state, is not worth fighting for. In fact, it’s probably worth fighting against, as was the 2004 plan that so many of the “why don’t you just stay civil” folks failed to affect in any way, shape, or form.

Be ready for a lot of the same people who claimed from 2004-2010 that car drivers would switch in droves to a train that required them to ride shuttlebuses to claim that the fact that these trains are stuck in traffic won’t keep people from switching to them.
Remember who was right before, and who’s been wrong the entire time. Or just be lazy and maintain access to the gladhanders to stay “civil” – and hold hands as we all ride the train off the cliff together – your choice.
And Not a done deal, you say? The engineering docs look pretty much done-deal level to me; as do the interactions with the media (note: the ONLY media outlet to cover the issue of guideway AT ALL was “Impact Central Texas”; their story here – good job guys; and shame on everybody else).

The urban rail system route is expected to follow Guadalupe and Lavaca streets, San Jacinto Boulevard and Congress Avenue. It will travel with traffic and may potentially receive signal priority at traffic lights, similar to Capital Metro’s buses.
An urban rail system in Austin is expected to cost $200 million in its first phase of development. The track will be 33.8 miles in length and extend from Mueller to downtown to the Austin Bergstrom International Airport. Photo by Bobby Longoria/Community Impact Newspaper. Click for a larger image.
“Big difference between this and a bus is that it can fit 170 people, mostly standing, where a bus caps out at 60 or 80,” Spillar said.

Hey guess what another big difference between this and a bus is, Rob? The bus that’s stuck behind somebody double-parked can change lanes. A train sharing a lane with cars is the worst transit possibly imaginable in a city where most people drive – it has the worst aspects of buses and the worst aspects of trains with almost none of the good parts of either.
More background on Why Streetcars Suck courtesy of Jarrett Walker here: streetcars: an inconvenient truth
So I guess I need to update my “IT’S NOT LIGHT RAIL” chart:
If your train runs on freight tracks, can’t run in the street, and requires shuttle buses – IT’S NOT LIGHT RAIL. Know what else? If your train doesn’t have its own lane – and relies on the same crap Rapid [sic] Bus uses to get a leg up, IT’S ALSO NOT LIGHT RAIL.
Summary: If you want to live in a city with good urban rail, your best bet now is probably to move away. Seriously.

spreadsheet behind this image coming sometime down the road, maybe.

CM flacks like JMVC and board members like Mike Martinez are making statements that rail ridership has improved. Here’s 3000 words to the contrary, pulmonologist fresh off Capital Metro’s presses. First two pictures directly from them; third one directly from me.

Continue reading “Austin environmentalists continue proud tradition of harming the environment”

Board of Adjustment versus Urbanism

Short and not-so-sweet; still no time for this.
Those who didn’t think it was a big deal when the ANC crowd were appointed en-masse to several critical boards and commissions should be ashamed of themselves.
Go to this video. If it doesn’t advance automatically, health care no rx go to C11.
What’s here? Well, it’s just ANC guys Bryan King and Jeff Jack pressuring a property owner on a downtown block to tear down a deck so he can add more off-street parking. Note that not a single time in this entire conversation does anybody, to be fair, including the applicant, even mention the fact that some people patronizing this small business or living in the apartment might not drive every single trip. Only once does anybody bring up the fact that ample on-street parking exists (of course, gasp!, people would have to pay!)
This is downtown, people. This isn’t the suburbs. For those who think the government influence on development is mainly to force density, this ought to be (but probably isn’t) a wake-up call: the primary influence of the government is to force car-dependent development patterns to continue even downtown.
And those who think the ANC crowd and their patron Laura Morrison are going to leave downtown alone and just focus on keeping the neighborhoods suburban should think again, too. Nowhere is safe from these people; right before this video I watched the Planning Commission fail to come to a recommendation on a hotel at 5th/Colorado because the ANC contingent wanted to force another couple hundred grand in concessions for affordable housing (used as a convenient crutch in this case; none of those people actually have any interest in affordable housing or they’d support more multi-family development in their neighborhoods).
Sickening. You were warned; but most of you didn’t listen.

Updates

So my alma mater has scheduled the worst team in 1-AA for a game in 2011. This sucks. But it can be improved. Allow me to share with you the second verse of The Nittany Lion fight song; no, disorder no rx not the idiotic Big Ten one awkwardly added in 1993; the classic one; the one I sung marching to the stadium in uniform every week; the one I sing to my kids today; the one that none of the megahomers at Black Shoe Diaries likely even know.
Follow the links on each line. We clearly can turn some past disgraces on their end, neuropathist if our primary goal is to schedule pansies. We can also re-establish some classic rivalries with the traditional powers that used to rule football with us back when Paterno was young. Get to it, this Tim Curley!

There’s Pittsburgh with its Panther,
and Penn her Red and Blue,
Dartmouth with its Indian (woowoowoowoowoo),
and Yale her Bulldog, too (ruff, ruff).
There’s Princeton with its Tiger (grrrr),
and Cornell with its Bear (BEAR NOISE).
But speaking now of victory,
We’ll get the Lion’s share.

We may need to change the last two lines to something more suitable; like “But speaking now of filling our 110,000 seat stadium without playing road games; We’ll get the Curley’s Share”. Also, we may want to skip Pittsburgh; they may actually win once in a while. But we can work on those details later.
As I told Mr. RUTS, THIS IDEA FREE FOR STEALING. Pay special attention to Yale and Princeton. Those jerks.

Yes, emergency you haven’t seen a crackplog in a long time. I did warn you, viagra 40mg and since she came home almost a month ago, I have spent several fun overnights in the ER, and am barely sleeping (hint: preemie baby recovering from intestinal surgery is like normal newborn TO THE MAX!).
Today’s Chronicle finally covers the live music issue, with a quote or two from your truly, thanks to Wells Dunbar. I think it lets Morrison off a little too easy – but is overall a good read. For another pointer, my pals at the Austinist gave me a nice “he told you so” shout-out.
For crackplog-lite, please check the twitter. I promise the crackploggin’ will resume; but right now I’m just trying to get enough time to work.

Just sent to the morning show guys at 590-KLBJ, women’s health who were discussing the 3-foot passing rule and then let a caller drag the show down into the typical “cyclists don’t pay for roads” nonsense. They didn’t start there, but also didn’t contradict her…

Gentlemen,
Although you probably don’t remember, y’all have had me on your show a couple of times for a short talk about transportation. This morning on the way into work, I heard you and your listeners talking about the 3-foot-passing law that Gov. Perry vetoed; and the last caller I listened to made some very inaccurate points which you didn’t challenge at all which need to be corrected, regarding paying for roadways.
The fact is that in the state of Texas, the state gas tax is constitutionally dedicated to the state highway system (and schools) – meaning it cannot be spent on any roadway without a route shield (number) on it. For instance, I-35, US 183, RM 2222 – state highways; can get gas tax funding and usually do (with some local contributions thrown into the mix). While the federal gas tax has no such restriction, in practice in our area, the metropolitan planning group that disperses such money spends almost all of it on the state highway system as well.
What does that leave out? Well, essentially 99% of the streets cyclists ride on when they’re actually trying to get somewhere. Not just little roads – major roads like Enfield/15th; Cesar Chavez; all the numbered streets downtown; Windsor; Lamar north of the river; Burnet south of 183; etc. – these roads don’t get one cent of funding from the gas tax.
What about vehicle registration? Goes exclusively to the state and county governments – and the county doesn’t spend any of their money on roads inside city limits.
So cyclists do, in fact, pay for the roads they ride on – in fact, they likely overpay by orders of magnitude considering that their ‘bill’ for using one of those city-funded streets is the same as if they drove that day, yet they cause a lot more damage and take up a lot more space when they drive (you can fit a lot more cyclists on a street like Speedway than you can cars, in other words).
Please don’t let your callers get away with this kind of hurtful know-nothing reactionary attack. While “cyclists don’t pay for roads” is a patently false statement, there’s plenty of valid disagreement on the 3-foot-passing rule that could have been explored instead, and the listeners deserve that higher-quality discourse.
Regards,
Mike Dahmus
City of Austin Urban Transportation Commission 2000-2005

Looking at this in retrospect, I forgot to even mention that the city pays for its roads with general funds – mostly sales taxes, property taxes, and utility transfers. D’oh. Will email them accordingly. (Still sick with plague and no sleep).

I still don’t have much time myself, about it obviously, but did discover a great new blog called Human Transit which I’m slowly poring through – a transit planner from Portland, seems like. One of the first great finds has been a discussion of the inconvenient truth about streetcars which expands quite well on a point I’ve made here many times in the past: streetcars running in a shared lane are actually worse than buses on the metrics of speed and reliability.
Please check it out; I’m adding them to my blogroll.

Was going to do a nice outline before I jumped in, viagra 60mg but then I saw this really well-done brochure by Capital Metro on ‘how to ride the train’ which encourages this myth.
Red Line Myth #1: This ‘urban rail’ line will deliver you to within a quick, discount short, cheap walk of your office building, like most other successful (light) rail lines have done.
Look at this picture, from page 5:

Looks like the train goes right in the middle of downtown, doesn’t it? Looks like it’s right on Congress Avenue south of the Capitol, where all those big office buildings are! Firmly rebutting everything I’ve been telling you about how you’ll use commuter rail, if you do?

Continue reading “Updates”