Which one doesn’t belong?
Which one doesn’t belong, part deux?
Which one doesn’t belong?
Which one doesn’t belong, part deux?
In 2011, this bus stop had buses stopping every 10-15 minutes during peak times; it was the highest ridership route in the system by far. Click through for streetview source so you can verify.
By 2011, this tract had been rezoned VMU (Vertical Mixed-Use).
By 2013, construction was actually underway.
In 2014, service to this stop was slashed to once every 30 minutes at peak.
This is what this stop looks like today, in 2018, when it still only sees a bus once every 30 minutes at peak:
Should you trust that Capital Metro will respond to land use changes with better transit service?
On Halloween 2018, this VMU development still sees bus service once every half an hour during peak times. The closest frequent service is at the Triangle and the other side of 2222; both outside the normal 1/4 mile walkshed appropriate for bus service. There are some medium-term plans to finally add a stop which keep getting delayed. But it’s now been five years since this complex was built; and more like ten years since it was rezoned to a more transit-supportive land use. During all that time, everybody that moved into this complex didn’t get useful bus service. Decisions were made by thousands of individuals relating to car purchases; decisions were made by the apartment management about how to market themselves; based on the fact that by 2014 they knew they’d have a bus once every half an hour. Those decisions have long-term impact that will last well beyond the date when the new ‘station’ finally arrives.
Again, should you trust that Capital Metro will respond to land use changes with better transit service? In 2011, they provided frequent service to a stop at a strip mall. When the city did their land use job and put a bunch of residents directly on top of a bus stop on a well-used route, Capital Metro cut their transit service to nearly useless levels and left it that way for five years and counting.
Don’t forget this. AURA will try to tell you it’s all about land use. Show them this example and get them to explain how it applies.
AURA, run by grifters and con-artists, bought in heavily to the grid redesign fairy dust theory. It didn’t hurt that their 2 chief transit gurus live on the northern part of the 5 route and hated the jog through Hyde Park and NUNA (that was responsible for a lot of riders, but not the 2 most important ones, obviously).
First few months look good. Single digit fixed ridership increases. Huge increases in rapid (but this is comparing to a year ago when frequency wasn’t good, especially weekend).
Now we’ve got our first comparison that matters: Sep 18 to Sep 17. UT is back in session; AISD kids are back in school and not able to joyride even though they’re still being offered free rides.
Fixed-route1 ridership is significantly down – even though one would expect the impact of Cap Remap in a flat ridership scenario to show more rides, because the redesign forces more people to take 2 rides instead of 1 to get to their destination.
And my “capmetroatx” column in tweetdeck suddenly became full of complaints about UT students being miserable for not having the RR and the 5 (both the 10 and the IF are now full to overcrowding, leaving many people at stops, and they’re pissed about it, in addition to the normal “where’s my supposedly frequent bus” complaint you’ll see represented to the right). This volume of complaints is huge compared to what I saw in spring of 18.
And a friend of the crackplog forwarded me this image showing how well one of the new frequent cross-town routes is doing:
Man, if only somebody had told Cap Metro ahead of time that this was a dumb idea.
Oh, wait! somebody did!
So we have at the very least some very convincing circumstantial evidence that the lower ridership probably isn’t due to weather2; it’s probably due to the fact that they took some buses away from places that were using them very well (the 5 through HP and NUNA; the RR); and put them on routes where they are not being used very well (i.e. the 335).
I’ll fill in this post with more details later. But suffice to say – the Pollyannas were wrong again; not that they’ll ever learn.
should have been no surprise. If you follow me on twitter, and why wouldn’t you,1 you’ve been hearing about this ever since my meeting with Clarke at the end of May. If you missed the news, try Caleb’s run-down.
The angle nobody is covering so far is that while a bond election is probably required to pay for the infrastructure bills involved, no technical “rail referendum” is necessary. So Cap Metro buys themselves a lot of wiggle room here – asking the city to hold a bond election in a low turnout time if they choose to, for instance.
As for the rest of it: it’s over. AURA, FAN, #atxrail – they were all warned; and they all stayed silent in a stupid naive attempt to fix things with the back-channel communications that never meant anything, and as a result, we’re never getting light rail in Austin.
Today’s “worst person in Austin” award goes to Randy Clarke, who is just a more effective liar than the old leadership. Nobody in the community asked for robot buses as a fig leaf for BRT, but that’s what he’s claiming the community wants and needs. That’s enough for ten awards, but one will have to suffice. But honorable mention “worst person in Austin” awards go to the credulous nitwits in those groups above, who were all warned back when there was time to make enough fuss to possibly change this2, and chose yet again to disregard my warnings.
It’s too late now. You were warned.
Due to needing to work up my stamina for a secret work-related project, and I’ll explain the reason I feel free to resume biking in a later post perhaps, today I used my son’s bike and the 801 to get to my job in the horrible suburban cube factory.1 Attached are minimally edited notes I took along the way, with a couple of photographic bits of evidence.
7:00 get on son’s bike, ride about 5 blocks to the Hyde Park Station. Easy and comfortable despite massive humidity.
7:03 arrive at stop. An 801 is pulled over at the gas station 100 feet north of me while the driver gets coffee. Next arrival is in 7 mins according to sign.
7:06 changes from 3 mins to DUE immediately.
7:08 bus here. 1 got off. 1 other bike on front. When I got on total of 8 pax left on bus. Paid with 5 quarters like a BOSS. Stopped here to debunch apparently. (waits 2 minutes).
7:10 pulls away. Wonder if debunching is required only because of previous drivers coffee break
Triangle at 7:13 1 on 0 off.
7:15 stopped at light at Houston. No station yet!
7:16 Brentwood 1 off 1 on
7:18 oh god it’s so bumpy approaching Justin Ln
7:20 Justin 1 on 0 off
7:22 unfortunate diversion up above mainlanes to hit transfer stop. Looking longingly at freeway below.
Very awkward diversion into NLTC. Bus loops through and goes back southbound on frontage to make stop. Wonder how people many times people waiting here have boarded the bus going the wrong way. (just says Tech Ridge or Southpark).
7:25: 4 or 5 got off here and nobody boarded. Now bus struggling to change lanes to turn back around for NB. Weird route through NLTC and indirect cost of turns probably adds up to almost 5 minutes.
7:28 at new stop without branding (Fairfield?). 1 got on.
7:30 rundberg. 2 got off 2 got on.
I think I’m the only one to have paid cash so far.
7:32 light stops us briefly short of Masterson station. 733 we stop. 1 off.
7:35 Chinatown. Annoying lady passenger yelling into phone. She gets off and 1 other. 0 board. Short wait for red light.
Now in very long stretch with no stops.
7:38 slow and stop for queue behind light at Yager. Lots of cars turning right here. Transit priority note. Probably much worse 15 mins ago.
7:40-7:43 Wait to turn right on Parmer and slog through I35 ramp traffic. Bus turning left on i35 (I swear they used to go to McCallen).
7:43 crossing bridge. Must be a fun turn for driver. Mention this is the way I go too.
Driving fast on frontage and shaking. 7:44 turn on Center Ridge. Didn’t take special bus entrance (exit?) instead went up Center Line. Did go in special bus entrance off Center Line. Sooo bumpy.
7:46 pull up and deboard. I think there’s 3 passengers left including me.
7:54 bike up to my horrible office building (much more difficult and sweaty than the first ride on the other end), sweaty and triumphant.
Friend of the crackplog Caleb asked about time and here’s the scoop. Wait time is the average based on headway (I waited a little less this morning). I used actuals for the other components.
since there is no shower in our new facility I’m taking the 801 up most of the way and riding all the way home this evening; hopefully not through pouring rain ↩
bad news: I have a company car so I wouldn’t be paying the gas or the tire cost, so actually this trip cost me $1.25 more but an average person driving my current car would have saved the entire 36 cents ↩
In a happy coincidence, this twitter thread came to me as I was about to take the family over to our go-to theatre; the Alamo Drafthouse at Mueller, to watch a bougie family entertainment (I have kids, sue me; Christopher Robin was good). When I posted some details about our upcoming trip, friend-of-the-crackplog
Hunter S Thompson Caleb Pritchard was appropriately dismayed.
More importantly, it’s worth exploring this trip from my house a few blocks on the interior of Hyde Park as an example of how even ‘better’ transit service has a long ways to go, but stay tuned after that; because there’s a little more to it.
From a long time ago, you may remember cheezy minimalist graphics like the ones below, which made their first appearance in the best-est “Why Rapid Bus sucks” post that still holds for a little while longer until the two infill stops are fully integrated. In this case, you can see the components of the trip from my house to the Alamo Drafthouse in Mueller, as follows:
DRIVING TRIP (what we actually did): 7 minute drive, 1 minute to park, 1 minute to walk from the garage to the front door of the theatre.
TRANSIT TRIP (what we could have done): 9 minute (0.4 mile) walk down to 38th and Guadalupe; typical wait of 7.5 minutes for the 335 bus (15 minute frequencies on this route! Best we’ve got!); 14 minute bus trip to the closest stop in Mueller (Berkman and Simond); and an 8 minute (0.4 mile) walk to the theatre’s front door. 1
Now here they are combined on the same graph2.
See a problem yet? Hint: When just the walk to the bus stop from my house (the first part of four on the transit trip) is essentially as long (in time) as the entire driving trip, counting parking the car in the garage and walking from the garage to the theatre, you might not be competitive overall.
I have bad news for you. The Alamo Drafthouse at Mueller validates parking (which would have been $3.00 for us); but not bus fare. So here’s the way those trips cost out, and note that this is temporarily cheaper for the bus trip as my 2 kids that would normally have had to pay are actually riding free for the remainder of the summer.3
The driving trip costs around 60 cents, thanks to this handy but minimalist commute calculator, originally designed for bike commutes but usable for this purpose, that helpfully excludes bullshit like depreciation and insurance.4. The transit trip would have cost $5.00 (two day passes for the two adults).
Now for the interesting parts. What would we expect in a better world?
Let’s imagine for a moment that being “transit-oriented” in Austin actually meant what it means in the rest of the world. How would the equation above be different?
For one, the parking garage would have to be less convenient than the transit. This means that the transit needs to drop off in front; and the parking needs to be at least a short walk away (move the transit stop directly in front of the business; leave the parking garage where it is for now, I guess).
For two, the parking can’t be free while the transit costs money. But do you think a business in Mueller as it exists today would be willing to make this trade? Of course not; each and every business in Mueller would die without the influx of cars from neighbors like me. They are nowhere near dense enough (by orders of magnitude) to get the clientele they need from people within walking or biking distance. And don’t forget to remember this when people credulous of the grid redesign cargo cults think they will be great for ridership – the places you’re reorienting service to serve better (your ‘secondary centers’) all have free parking, meaning the competitive transit-versus-driving value proposition is horrible compared to the traditional downtown.
For three, also, the realignment of service for Mueller focused on running things down Berkman, which might be better for the residents, but definitely not for anybody trying to get to the Town Center [sic] from outside the area. If Mueller’s reality matched its promises, transit would go straight to/from the Town Center, and residents would be within a short enough walk that they would want to go there to board buses. The actual reality isn’t that great; Mueller is too spread out, as discussed ad nauseum, so the transit has to run on Berkman.
So the real answer gets to an even more fundamental flaw in Mueller: It tries to be a “center” a la “centers and corridors” from Imagine Austin, but the density it has is nowhere near large enough to justify free transit and expensive parking, so it ends up in the uncanny valley of density. Difficult to drive in, unpleasant and expensive to take transit to, and with a tiny fraction of the people within walking and biking distance that would be required to keep their businesses in business without those drivers and their necessarily subsidized parking.
What’s the solution? Centers have to be orders of magnitude denser than this, so that parking doesn’t have to be free to keep businesses alive, or, you know, stop trying to pound a square peg into a round hole and just resume densification of our existing center where parking already doesn’t have to be free. Either way.
Also, though, please note that for a single person, this particular trip would still have been a dumb financial decision, but not quite as dumbererer as for the whole family. Consider that you have to pay a bus fare for each person (including the kids when the free summer ends), but a car full of 4 dinguses costs the same as for a single dingus driver.
Also also, though, please check out Caleb’s new gig – we expect great things!
(I’ll try to fix this up and flesh it out over the course of the week to make it a little less bare-bones but had to get this out there in case I run out of time. Remember this isn’t my day job and I don’t even have time or the cost-benefit ratio for it to be a frequent hobby anymore. Fuck AURA.)
I’ve used the common practice here of assigning half the ‘headway’ to ‘wait time’ as in – the average time we’d have to wait for the bus if we just show up is 7.5 minutes. The minimum ‘wait’ time for the bus if you plan on a scheduled departure is typically 5 minutes – you’re supposed to give that long in case it’s early. The ‘wait’ time for your car is ALWAYS zero, of course. ↩
updated on 8/14/2018 to make the phases the same across the bars, but the color scheme is still gonna suck because there’s only so much of my work time I’ll spend on making this pretty for y’all ↩
details: two day passes at $2.50 each, kids are currently free. ↩
Note here that even though my company car gives me gas for free, I costed out this trip as if I had to pay for it ↩
Motivated by my talk with Randy Clarke yesterday and some activity I saw on twitter.
I created these two images using Cap Metro’s trip planner; source is 4000 Speedway; destination is 800 Guadalupe; the time is in the middle of the day on this Friday (6/1, pre remap) and next Friday (6/8, post remap). I set maximum walking distance to 1/4 mile (which is the generally accepted walking distance most people will tolerate on a regular basis). These dates are good because the IF isn’t running, so this is a more accurate reflection of service that’s available always (not just when UT is in session).
Anybody see a problem here?
Short version: 23 minutes. No walk, no transfer.
Short version: 33 minutes including a walk down to 38th and a transfer at 38th/Duval.
Regarding yesterday’s kerfuffle:
My opinion is that you should keep your skeptic hat on (see below for reasoning). But according to Caleb:
Just got a phone call from CEO Randy Clarke himself and I am pleased to report that things have been entirely patched up. He assured me the entire affair was a major misunderstanding and that whatever message the agency flak conveyed to me was not, by any means, his intent.
As for yours truly, yesterday I tweeted this:
— M1EK D (@mdahmus) April 26, 2018
And late last night, I was alerted in private by somebody that Cap Metro tweeted this1 just to see this once I was alerted to it)) :
Please contact the CEO's office to make an appointment: 512-389-7425. Thanks!
— Capital Metro (@CapMetroATX) April 27, 2018
Here’s the problem. I am still blocked by @capmetroatx.
JMVC engineered this years ago; and they’ve kept it up despite claiming in person to desperately want feedback.
How seriously can you take this request to call them when they should have known that I wouldn’t even see it? (I wouldn’t, had it not been for a helpful cool dude). And how seriously can you take claims of transparency when they block their most pointed but knowledgeable critic?)
They’ve just cut off access to one of the few members of the press willing to report fairly and honestly on them because they didn’t like things he posted on twitter (that were absolutely true, and damped down far below reality).
Cap Metro is unsalvageable, folks.
Mike Dahmus, a transit blogger who is known for getting into heated online spats with fellow urbanists, argues that the plan tries to do too much for those outside the core. He highlights a reduction in service to Hyde Park, one of the densest neighborhoods in the city, as well as the already implemented extension of the 801 rapid route to Slaughter Lane, as flawed attempts to address the suburbanization of poverty, a phenomenon he says is “largely a myth used by suburbanites to gain access to services they aren’t paying taxes for.” The most obvious example, he says, is MetroRail. The money Cap Metro spends to bring commuters into town from as far away as Leander dwarfs the revenue it brings in through fares.
Note the emphasis.
Not “Former member of the Urban Transportation Commission known for making controversial but correct calls on transit”.
It maps to “Crazy Person”.
What merited such a description? It must have been the e-mail conversation. Let’s go to the tape!
(Stick with me as I reformat this):
Sorry for short disjointed email. All I have time for today is dictation and some phone clean up.
Of the changes going in in the first round soon, the ones that are the most problematic for me are the elimination of the Hyde Park section of the five, and the 21/22 changes. If capital metro were using the more standard quarter mile walking distance, it would leave large sections of Hyde Park with no frequent service whatsoever. However, in a very dishonest attempt to make things look better, they use a half mile walking radius for rapid bus stations, even though that's not an excepted practice in the industry. The original connections 2025 proposal actually called for eliminating all of the one and three runs that remain, which right now is about every half hour.
So, capital metro is out there selling this plan as if it's a ridership over coverage redesign, which tends to put an image in peoples mind that walkable places with density like Hyde Park should be gaining service, when the reality in our case is that we're losing service. The people gaining service in this plan are actually in more suburban areas, especially those on the far reaches of the rapid bus routes, where are the benefits of the fewer stops approach actually outweighs the longer walks.
The 21/22 are a slightly different story. Those areas are definitely walkable and urban, but medium ridership. Low by the standard of our more successful bus routes, to be sure, but also have lower subsidies than the redline, for instance. There's a major political and equity problem with those routes. They tend to have two types of riders disproportionately: number one is students transferring into the West Austin elementary middle and high schools, and number two, people living east taking the bus west to work at places like Randalls or Tarrytown pharmacy. It's true that the residence in Tarrytown really use the services, but that's not the only metric that should matter in a case like this.
So on equity grounds, the plan fails. That would be OK if it was a pure ridership play, but you can see from the Hyde Park example that it doesn't meet that metric either. A true ridership over coverage play would have restoring all of the locals on Lamar and Guadalupe to the way they used to be as the number one priority, given the demonstrated high demand for ridership and walkable focus of those neighborhoods.
Let me know if any questions. And again I apologize for the poor formatting, I was dictating this outside my son's Boy Scout meeting.
That was supposed to be Tarrytown residents RARELY use the services. Sorry.
What are examples of suburban areas gaining service? Are you referring to one of the rapid routes going down to Slaughter etc? Anything else?
Also, most of the complaints I've heard have been the opposite...that low income people on the outskirts (where they've been forced to live as Austin prices go up) are getting shafted. Do you see any evidence of that?
Also, what is your theory for why Metro's ridership has dropped in recent years amidst record population growth?
Main example of suburban areas gaining service is additional frequency on the 80x routes and Red Line.
And why Cap Metro lost ridership is the same reasons - Red Line requires huge op subsidies which led to cuts in local urban bus service. Rapid cut locals on corridor by half and ridership still hasn't recovered.
Finally, the "suburbanization of poverty" theme is largely a myth used
by suburbanites to gain service they're not paying taxes for. A few
poor people move out, sure, but the median income in Pflugerville is
higher than East Austin. Most of the poor people who were in Austin
ten years ago are still in Austin today, paying taxes to support Cap
Metro but losing rides to pay for rides at the edges of the service
area for nontaxpayers. (Note location of park and rides obviously
tends to attract people from outside the service area - majority of
Red Line riders don't pay Cap Metro taxes, for instance).
I had a contest last week trying to get people to identify a stop
losing service (I was dumb and included enough detail for it to be
easy). Laundrette, Holly & Robt E Martinez, is slated to completely
Here's a zoom-in of the new world if CM gets their way - 1/4 of a mile
at least to the closest LINE, much more than 1/4 of a mile to the
actual stops. This is in an urban medium-density area with a good grid
which still has very high transit usage.
(in the new plan, #22 is being shortened and now runs mainly N/S along
Chicon; #17 runs CC, nothing runs on Holly or REM).
CM's overall strategy on the plan seems to align with good practice
from other regions about reducing winding routes and increasing
frequency at the expense of transfers. But when you zoom in to areas
of concern, you see that something's not quite right - even the areas
that you would expect to get better service or at least keep it,
pretty much aren't. (CM hides this by moving to "1/4 mile from LINE,
not STOP" or even "1/2 mile from stop" metrics which are bullshit).
Hope this is enough,
Here's another question:
John Laycock tells me that the plan will double the number of households with access to frequent transit and increase by 75% the number of households in poverty w/access to frequent transit. Do you believe that is true?
No, I do not. They are using sketchy metrics like "distance to the
LINE instead of to the STOP", and using 1/2 mile instead of 1/4 mile,
just like I pointed out Cap Metro was doing earlier. They're also
using "people within X distance of rapid bus lines have access to
frequent transit" which is even worse - many households whose closest
'frequent' transit is rapid bus face an even longer walk to the bus
stop from their home (and sometimes on the destination end) than 1/2
And I know you can't use this in your story, but bear in mind that
both Laycock and Crossley are public-sector folks who appear to (in
the medium-term) be angling for contracts that might come from Capital
Metro. Their independence is highly questionable given that their
financial prospects may depend on not angering those folks.
I have a day job at a horrible corporate cube farm and don't use
transit regularly now - every dumb opinion I give you is legitimately
my own with no possibility of personal gain ;+)