One more thing

I don’t have time or the will to blog on anything these days, stuff but this was too long for twitter, viagra 40mg really, although I sort of did it there anyways.

One of the many dishonest paragraphs in AURA’s disappointingly dishonest endorsement of the new courthouse bond is:

Others express concern about using a parcel that is unencumbered by Capitol View Corridors. Capitol View Corridors limit the height in some parts of the city so that the State Capitol can be seen from a number of angles. There are ways to mitigate this problem. One approach is state legislative action. A second approach is for the Austin City Council to expand the number of blocks in downtown or near downtown entitled for central business district-style development.

It is true that others have expressed concern about CVCs. And it’s true that getting them modified is very very hard.

It’s also true that if getting the CVC preventing full use of the blocks around the existing courthouse is hard, like, running a marathon hard, getting more blocks around downtown zoned CBD is hard like running a marathon underwater without a scuba tank or snorkel while being attacked by sharks hard.

It’s fundamentally dishonest (in the disingenous) sense to just answer, as Julio has done, “we should expand downtown” as if it’s some kind of answer to the “they didn’t try very hard to get CVCs out of the way so they could use one of the several existing blocks that don’t generate tax revenue and are already owned by the county and already on the transit spine”. It’s basically the equivalent of a repeating gag on one of my favorite new shows, modified here with my favorite tools: google image search, cut and paste, and MSPaint:

poop

poop2

fred_savage_thats_insane

poop3

poop4
Capital Metro edition

Yes, symptoms it’s been a while (( Note: I have not blogged much this year because the actions of Julio Gonzalez-Altamirano and others, otolaryngologist especially linked with AURA, link have made my investment in public affairs significantly less effective. This lack of content is likely to continue as long as the urbanist community decides his approach and style are preferable. )).

In a recent twitter thread, Karl-Thomas Musselman posted the tweet below. I am making this blog post to capture it so that this well-made point is not lost in the twitter memory hole.

The graphic comes from Capital Metro’s 2016 approved budget on page 48. The full graphic is after this paragraph. What do you think this kind of choice in axis scaling suggests about Capital Metro’s honesty on rail subsidies?

Page 48, Capital Metro 2016 Approved Budget
Page 48, Capital Metro 2016 Approved Budget

Capital Metro edition

Yes, symptoms it’s been a while (( Note: I have not blogged much this year because the actions of Julio Gonzalez-Altamirano and others, otolaryngologist especially linked with AURA, link have made my investment in public affairs significantly less effective. This lack of content is likely to continue as long as the urbanist community decides his approach and style are preferable. )).

In a recent twitter thread, Karl-Thomas Musselman posted the tweet below. I am making this blog post to capture it so that this well-made point is not lost in the twitter memory hole.

The graphic comes from Capital Metro’s 2016 approved budget on page 48. The full graphic is after this paragraph. What do you think this kind of choice in axis scaling suggests about Capital Metro’s honesty on rail subsidies?

Page 48, Capital Metro 2016 Approved Budget
Page 48, Capital Metro 2016 Approved Budget

Page 48, allergist
Capital Metro 2016 Approved Budget
Capital Metro edition

Yes, abortion it’s been a while (( Note: I have not blogged much this year because the actions of Julio Gonzalez-Altamirano and others, especially with AURA, have made my investment in public affairs significantly less effective. This lack of content (investing my time in other activities) is likely to continue as long as the urbanist community decides his approach and style are preferable. ))

In a recent twitter thread, Karl-Thomas Musselman posted:

The graphic comes from Capital Metro’s 2016 approved budget on page 48. The full graphic is after this paragraph. What do you think this kind of choice in axis scaling suggests about Capital Metro’s honesty on rail subsidies?

Page 48, Capital Metro 2016 Approved Budget
Page 48, Capital Metro 2016 Approved Budget

A month or two ago I pruned a few folks from my friends list (( exception given for those in the media or government who must stay in touch with those they need to cover, ailment and also for a guy who added me after this cull and whose request I accepted without remembering to check the connection; I’ll make my mind up on him later )) on another platform. The reason? They’re friends with this guy.

This blog and this author will never forget what that guy did to Austin and our transit system. He single-handedly destroyed Austin’s chance at a sustainable transit system with his craven, otolaryngologist evil, actions; has never apologized; never admitted fault; and has been welcomed into the new urbanist community despite all that. That’s a big part of the reason why I don’t trust the Congress for the New Urbanism and those associated with it, and neither should you. One thing you can count on from this blog and this author is honesty. And honestly, if your judgement is so bad or your sense of morality and ethics so warped that you think you should remain friends with that guy without calling him to account (( no, I don’t want to hear your bullshit argument about how you need to keep lines of communication open. If you don’t draw a line with a guy like this, you literally have no lines )) , you’re no friend of the blog or this author.

Merry Christmas.

More on What We’re In For

Tri-Rail, the commuter rail line which parallels I-95 through most of South Florida, is the transit start most like Austin’s proposed commuter rail line, for good and ill. Read the archives for the whole story, but here’s the short version: It was cheap to get started (used existing track), just like ours will be; it doesn’t go near any downtown areas, just like ours won’t; and it relies exclusively on shuttle buses for passenger distribution, just like ours will. Since then, a hugely expensive double-tracking project has nearly finished without any corresponding improvement in ridership. (The double-tracking has proceeded in phases; portions complete are already in use with their corresponding speed/reliability improvements).
My own observations from my trip home follow the excerpts and comments from this article in the Boca Raton News which appeared recently.

Critics, who suggest that Tri-Rail should be shot and put out of its financial misery, grudgingly admit that railroads are closely linked with the state�s continued development and growth.
Resigned to Tri-Rail�s financial reality, but resolute about its future, Palm Beach County Commissioner Jeff Koons admitted Tri-Rail �will never, never, ever pay for itself� operationally. He nodded when asked if this will mean millions upon millions annually in continued local, state and federal subsidy.
He continued to nod slowly when told that critics are outraged that it�s costing taxpayers about $46,000 each and every day so that about 9,000 persons per day on average can ride the South Florida Regional Transportation Authority (SFRTA) commuter rail service.

That kind of talk ignores the reality that automobile commuters are incredibly subsidized too, but it bears repeating that Tri-Rail’s economic performance is far worse than most light-rail starts in this country. So you can’t get rid of transit subsidies, but you CAN do a hell of a lot better than that.

And note “9,000 people per day”. After 15 years. On a line much much longer than the one proposed for Austin.

Luksha is among the many South Floridians who derisively note that not a single Tri-Rail train goes through a single �downtown�, and only indirect services via, bus, taxi or Metrorail will get you to the region�s airports after getting off Tri-Rail.

Yup, just like Austin (nearly zero downtown workers work within the typically considered 1/4 mile walking distance of the station at the Convention Center, so don’t even try me).

Koons sighs: �It�s tough trying to promote a railroad in the middle of I-95 construction.�

No, it’s not. It should be even easier to get people to take grade-separated transit when the highway option gets worse. It’s not, because the grade-separated transit option in this case has the fatal flaw of relying on shuttle buses to get people where they actually need to go.

�We�re too suburban,� according to Palm Beach County Commissioner Mary McCarty, who says Tri-Rail�s financial health in fact may depend on whether SFRTA can negotiate an agreement with Florida East Coast Railroad (FEC) for use of the FEC line that wanders through most of Florida�s urban areas.
Without a FEC/TRI-Rail alliance, McCarty sees the need for continued subsidy because of the �inherent fear of feeder bus reliability.� The buses �are often late,� she explained.

The FEC railroad runs right through all of the major downtowns in the area — meaning riders of a service there could actually walk from the train station to work.
They’ve learned from painful experience what we’re going to learn because we fell for Mike Krusee and Fred Gilliam”s snow-job.
Now for my observations:
I saw half a dozen Tri-Rail trains (while driving on I-95). All were emptier than Capital Metro’s worst bus routes. I got to see the line from Boynton Beach down to I-595 (Fort Lauderdale), and did not see one lick of transit-oriented development anywhere — the same low-density warehouse sprawl that used to be around the line is still around the line.
A brand new station is under construction (nearly done) in Boca Raton on the old IBM property (where I used to work). This old IBM site was purchased by a company which has subleased to a ton of smaller firms about 5 years ago. The property is also currently full of new construction which seems mostly to be retail uses — interestingly enough, they are oriented as far away from the rail line as feasible — i.e. they do not view proximity to the train station as even slightly desirable. (And the existing offices in the old IBM buildings are a good hike from the train station – especially given South Florida’s weather most of the year). This station’s location was chosen after about five years of failed work trying to get a station built farther south as part of a new transit-oriented development.

Lesson: You don’t get transit-oriented development around a failed rail line. Meaning: the developer contemplating building a project which will incur more cost and potentially less access for motorists is going to want to see people riding the train now who fit their economic profile – i.e. people who can afford cars, but are choosing to ride the train; not the people who ride the train because they have no other choice.
This does not bode well for the Capital Metro backers who think that transit-oriented development can make up for the poor routing of our own starter line.

If “not going far enough” was the only problem…

I wouldn’t be campaigning against this thing.
This entry is good for people seeking back-story; the linked articles form a “best of” collection from this blog explaining various supporting arguments for the Pro-Transit But No vote on Capital Metro this time around.

Today kicks off with another Chronicle mention in which they say:

Opponents like Mike Dahmus, a member of the city Urban Transportation Commission, say the current commuter rail plan does not go far enough.

The real problem here, as I’ve covered again and again and again, is that this line (unlike light rail) will require shuttle-buses for all commuters every single day and will thus fail miserably at attracting passengers from the suburban (non-bus-riding) population. Since this line, unlike light rail in 2000, doesn’t run anywhere near the areas of central Austin where transit enjoys high use and overwhelming popularity, it can’t make up the difference with progressives either.

Simply not going “far enough” could be fixed with some hard work. But this plan not only goes the wrong way, it precludes light rail from being built to “fix” it. Additionally, it’s SO INCREDIBLY CRAPPY that it’s going to “show” pretty conclusively that Austinites “don’t want rail”. Which, I think, is what Mike Krusee and Fred Gilliam had in mind the whole time….

What do we do about this?

Two people so far have commented on the “why Mike Krusee and I aren’t going to be hoisting beers together” screed.

Addressing both of them:

Clockwork Orange is right. Most of the people who should be fighting Mike Krusee haven’t yet realized that he HASN’T turned into their friend, and as a result, he’s winning. I’m a friggin’ flea compared to this guy and the people he’s snowed, and yet I’m the most prestigious pro-rail-transit but anti-commuter-rail guy that people are able to find to speak at these panels. THIS DOES NOT BODE WELL! I’m no heavyweight, folks, I’m just the heaviest one who was willing to fight.

Jonathan is right too. What do we do? My tack is to keep fighting so that the historical record is NOT “everybody liked this and we built it and it failed so obviously rail doesn’t work”. At a MINIMUM, I need to replicate the Shoal Creek experience and have it be “at least Mike Dahmus wasn’t snowed by Mike Krusee; he pointed out how STUPID this plan was, and he was right”. This might shave a couple of years off the Dark Ages For Rail that South Florida went through because of the Tri-Rail debacle.
MORE PEOPLE SAYING THIS PLAN IS DUMB FROM A PRO-RAIL PERSPECTIVE WOULD HELP DRAMATICALLY! Right now, it’s way too easy for the Capital Metro guys to say “he’s the only one” or “he’s a crackpot” or “he’s on crack and pot”. And the media, with the exception of KXAN, has bought into the even worse theory that only Jim Skaggs’ band of anti-transit fund-raiders opposes this plan. Even the Austin Chronicle hasn’t done well here, which is truly disappointing.

I’m basically spending all of the forty-eight cents of political capital I have on this – since my councilmember wouldn’t return my emails after the very FIRST time I even started talking about this plan, I’m 99% sure that I’m not going to be reappointed in January. It would be helpful if people with more than my slightly-more-than-squat amount of power would speak up, but that’s not the world we’re living in. It would also be helpful if regular citizens would start to ask informed questions of the media here – like “how exactly is an individual going to get from point A to point B under this plan” and then when “high-frequency circulators” are mentioned, they’ll at least have had to say it.

At least I know that at the end of this process, I’ll have one more night a month free to do what I like!

The Mike Krusee Story

Adam asked in comments for some background on Mike Krusee. Here it is:

In 2000, Capital Metro was preparing for a push for light-rail on a corridor which, on objective measures, was the best suited for an urban rail starter line in this city. It would have hit all three major attractors, ran through the densest residential neighborhoods, and hit the big suburban park-and-rides. The FTA loved this line. It would have given transit service to Leander as well as urban Austin, and it would have been competitive enough with the car to be a successful starter line for a future rail network, based on similar experience in cities like Dallas, Denver, Portland, and Salt Lake City.

Mike Krusee did not like this.

Capital Metro was, in my opinion based on our meetings with them at the time, preparing for an election in 2001, possibly in May.

Mike Krusee did not like this.

Virtually none of Capital Metro’s constituents are in Mike Krusee’s district.

This did not stop Mike Krusee.

Mike Krusee forced an election in November, 2000 on light rail. This was:

  • Too early – Capital Metro hadn’t finished figuring out what roads it would run on, or how much support there would be for various parts of the route (for instance, in retrospect, running on South Congress was a non-starter and should have been dropped, but there wasn’t time to figure this out well enough beforehand; others complained that it was impossible to evaluate the proposal since CM still had five or six proposed routes through downtown).
  • Bad timing – Dubya was running for President, which pulled in a disproportionate number of suburban voters disinclined to give transit a chance.

That election failed, by the closest margin ever seen in a rail ballot. In fact, it passed inside Austin, and passed overwhelmingly in central Austin. The cities now viewed as light-rail success stories generally had to run multiple votes after their first vote failed by a much larger margin than did Austin’s. This should have demonstrated a mandate in favor of rail, within the city limits of Austin.

This wasn’t enough for Mike Krusee.

He then wrote a bill which was passed by the state Legislature which required that Capital Metro only hold rail elections in November of even-numbered years (basically stacking the deck against transit – common local issue elections typically happen in May and would draw out people more interested in local issues than national ones; Krusee forced the reverse).

Again keep in mind that most of Mike Krusee’s constituents do not pay taxes to Capital Metro.

This restriction was not placed on transit systems in general (i.e. Dallas’ DART system, Houston’s METRO system, or proposed VIA rail system in San Antonion). It was placed only on Capital Metro.
The people of Austin demonstrated they wanted rail, and Mike Krusee made sure they wouldn’t get it.

Now, fast forward to 2004. The guiding force behind Capital Metro’s switch to commuter rail is….. Mike Krusee. Capital Metro is understandably scared to death of Mike Krusee, since he holds some powerful levers at the State. Mike Krusee wants commuter rail instead of urban rail, and that’s what Capital Metro is giving him.
Why does Mike Krusee support this plan? Take a look at the long-range plan. Where does the second commuter rail line go?

Round Rock and Georgetown.

Where do Mike Krusee’s constituents live?

Round Rock and Georgetown.

Who doesn’t pay Capital Metro taxes?

Round Rock and Georgetown.

Who DOES pay 93% of Capital Metro taxes?

Those Dirty Hippies In Urban Austin.

Who gets NO RAIL under the All Systems Go plan? Not with the starter line, not with the full system, (and definitely NOT with wink-wink we-don’t-mention-it-but-we’re-gonna-give-it-to-you light rail, since if you’ve been reading my blog, you know that it’s precluded by the construction of this commuter rail system)?

Those Dirty Hippies In Urban Austin.

Mike Krusee is not a friend of Austin. He’s not a friend of Capital Metro. He’s not a friend of rail transit. He’s getting transit service for his constituents (who don’t pay) at the expense of the people of Austin who have been consistently demanding urban rail service for decades. Yes, at the expense of the same people who consisently subsidize suburban sprawl through property taxes, sales taxes, and gas taxes. People in Austin now get to pay for BOTH the roads AND the transit of Round Rock, while they get nothing more than a glorified express bus for the actual sensible rail corridor in Austin.

This is why I don’t like Mike Krusee.

Any questions?

BRT: The R stands for unReliable

Today, I rode my bike to the bus stop at 38th and Medical Parkway to get on the “express bus” to northwest Austin (there’s a stop near my new office). This works pretty well most of the time. I don’t have a shower at work and am out of shape right now; so I take the easy trip in the morning and then bike home in the afternoon.

There’s a 983 bus every hour (most of the buses on this route run normal southbound and then switch to a different route northbound to pick up people in far suburbia; only a few buses ‘deadhead’ on the reverse-commute – but they are quite full; today’s bus had about 20 people on it).
The bus was supposed to arrive at 7:48. It arrived at 8:02. The interesting thing is that had this bus broken down (as they do constantly, unlike rail), the next one would have been at 8:48. Ever sat at a bus stop for an extra hour?

One of the greatest advantages of light rail over bus rapid transit (to which these express buses are very similar) is reliability. They simply don’t break down; and barring Houston-like idiot drivers, they don’t get into accidents. They don’t get stuck in traffic (90% of US so-called rapid bus installations end up without dedicated runningways, meaning that cars can use the bus lane and therefore the bus can still be stuck in gridlock). EVEN IF THEY’RE NOT A MINUTE FASTER, you won’t be stuck at 8:01 wondering if you’ll be waiting another hour or not.

Unfortunately, BRT is what Austin is going to get, thanks to a local pantload state legislator from a suburb that doesn’t even pay into the system. Why nobody is willing to stand up to this guy is beyond me; Austin itself voted something like 55-45 for light rail even with all of its half-baked problems at the time.