Cap Metro Hangs Hopes on â€œConnections 2025â€
The quote, with the emphasis added by me
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!
The background (the unpaid labor):
(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.
The second e-mail
That was supposed to be Tarrytown residents RARELY use the services. Sorry.
The first response
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?
The third e-mail
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.
The fourth e-mail
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).
The fifth e-mail
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,
The second response
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?
The sixth e-mail
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
The seventh and final e-mail
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 ;+)