A “Plan B” proposal for a Guadalupe-Lamar alternative urban rail starter line

5 October 2014
Proposed 6.8-mile "Plan B" light rail transit line in Guadalupe-Lamar corridor would have 17 stations and connect  the North Lamar Transit Center at U.S> 183 with Crestview, the Triangle, UT and the West Campus, the Capitol Complex, the CBD, and the Seaholm-Amtrak area. It's projected to serve 3 times the ridership of the Prop. 1 Highland-Riverside rail line at slightly over half the capital cost.

Proposed 6.8-mile “Plan B” light rail transit line in Guadalupe-Lamar corridor would have 17 stations and connect the North Lamar Transit Center at U.S. 183 with Crestview, the Triangle, UT and the West Campus, the Capitol Complex, the CBD, and the Seaholm-Amtrak area. It’s projected to serve 3 times the ridership of the Prop. 1 Highland-Riverside rail line at slightly over half the capital cost. (Click to enlarge.)

Supporters of the Proposition 1 urban rail proposal have been issuing dire warnings that “there’s no Plan B” if Prop. 1 — with its Highland-Riverside rail line — is rejected by voters on Nov. 4th.

Apparently, they’re willfully ignoring that there definitely is a “Plan B”. All along, there’s been an alternative urban rail project on the table … and it’s ready to replace the Project Connect/Prop. 1 plan if it fails.

Light rail transit (LRT, a.k.a. urban rail) for the Guadalupe-Lamar (G-L) corridor has been in various stages of planning since the late 1980s. The ridership potential has been assessed in the range of 30,000-40,000 a day (see Austin’s 2000 light rail plan — Key documents detail costs, ridership of Lamar-Guadalupe-SoCo route).

There are various design alternatives (see, for example An alternative Urban Rail plan and Another alternative urban rail plan for Guadalupe-Lamar corridor.)

In this particular proposal, including elements in both alternative G-L plans listed above, we present a plausible and fairly simple option for an LRT starter line aimed at minimizing design and cost while providing an attractive service with adequate capacity. Like the Prop. 1 plan, this would require re-allocation of some traffic lanes to dedicated rail transit use, some intermittent property acquisition, and streetscape amenities including pedestrian and bicycle provisions. Our plan would route LRT entirely on the surface; thus there are no major civil works (although there is a bridge included over Shoal Creek and rebuilding of the pedestrian interface).

We assume a 6.8-mile line starting at the North Lamar Transit Center (NLTC, Lamar and U.S. 183) on the north, running south down North Lamar and Guadalupe, then Guadalupe and Lavaca to the CBD, then west on 4th and 3rd Streets to a terminus to serve the Seaholm development and Amtrak station at Lamar. (See map at top of post.) We’ve assumed 17 stations, but have not proposed specific locations except for the termini at NLTC and Seaholm-Amtrak.

As a starter line for urban rail, this plan would serve Austin’s most heavily traveled inner-city corridor (North Lamar Blvd. and Guadalupe St.) plus the West Campus, Texas’s third-densest residential neighborhood — both totally ignored by the seriously flawed Prop. 1 plan. Our plan would also serve the Seaholm-Amtrak area. All these crucial residential and activity areas are missed by Prop. 1’s proposed line.

At Crestview, we’ve assumed a track diversion into and through the mixed-use development to facilitate interchange with the MetroRail Red Line; the tracks would return into N. Lamar at each end of the development. There are other options for achieving this transit interface, including a major overhaul of the entire intersection of N. Lamar, Airport Blvd, and the Red Line.

Through the West Campus area, to serve this dense neighborhood and the University of Texas campus, we’ve assumed a simple route on Guadalupe. However, several other options are possible, such as a split-directional alignment with one track on Guadalupe and another on Nueces.

We assume 30,000 to 40,000 as a plausible potential ridership range for this proposal, based on previous forecasts for this corridor plus factors such as the interconnection with MetroRail service at Crestview, and extensions both to U.S. 183 and to the Seaholm-Amtrak site. Our “horseback” design and cost assessment (generally similar to a typical “systems-level” engineering estimate) envisions sufficient rolling stock to accommodate this volume of daily passenger-trips in 3-car trains at 10-minute headways. We’ve estimated average schedule speed at 16 mph and a round trip of roughly an hour.

On this basis, we’ve assumed a fleet of 30 LRT railcars, including spares. Storage, maintenance, and operations facilities would be located at the NLTC, which would also provide expanded park & ride facilities.

As presented in the table below, we’ve estimated the capital investment cost of this project at $586 million. We believe this is a far more affordable investment for an initial LRT starter line than the daunting $1.1 billion ($1.4 billion in year of completion) estimated for the Highland-Riverside proposal in Prop. 1. With 50% Federal Transit Administration funding assumed, this would mean a local share of $293 million, most likely financed from local City of Austin bonds and possibly other sources.

Line installation includes right-of-way acquisition, trackwork and running way construction, minor civil works, electric power supply and distribution, signal and communications system, stations and facilities, and streetscape amenities, including sidewalks and bicycle lanes. Rolling stock is assumed as “short” low-floor LRT cars similar to those recently procured in Salt Lake City and Atlanta; a storage, maintenance, and operations facility is included. Total cost includes a 25% contingency and a 15% administrative/engineering allowance.


Unit capital cost of this “Plan B” project calculates to about $87 million per mile — roughly 73% of the cost per mile of the Prop. 1 proposal. Total cost is 52% of the Prop. 1 Highland-Riverside plan. Thus, for just over half the cost of the Prop. 1 plan, this proposal would render about three times the ridership. We’d expect this high ridership (as well as high passenger-mileage) to translate to signficantly lower operating & maintenance (O&M) unit costs compared with the Prop. 1 rail proposal, as well as lower unit subsidies.

In addition, it would serve Austin’s most heavily travelled inner-city arterial corridor, one of the state’s densest neighborhoods, the city’s highest-density corridor, and a number of Austin’s most established center-city neighborhoods — neighborhoods that have anticipated and planned for light rail for well over a decade. It would also serve centers of development such as the Triangle area, clusters of major new development emerging in various segments along the corridor, and much of the very high-density residential and commercial development booming in the western section of the CBD.

Hopefully, by investing dollars wisely and conservatively in an affordable initial starter line project, Austin will be in a position to budget for a vigorous expansion of LRT lines in other potential corridors citywide, such as:

• South Congress
• North Lamar to Parmer Lane
• Northwest to Lakeline Transit Center
• South Lamar
• East Riverside to ABIA
• Mueller development and northeast Austin
• Lake Austin Blvd.
• West 38th St.

Plan B — possibly this design or something similar to it — is definitely ready and waiting. Hopefully, it will move forward vigorously if Proposition 1 is rejected on Nov. 4th. ■

Portland's light rail transit line on 4-lane Interstate Avenue gives an idea of how urban rail could operate in reservation in G-L corridor. (Photo: Peter Ehrlich)

Portland’s Yellow Line LRT on Interstate Avenue serves a corridor similar to Austin’s Guadalupe-Lamar. (Photo: Peter Ehrlich)



  1. yes, this is the obvious starter route, or something close to this.
    However, what I would love to see is an option for this to be an ELEVATED line. Faster, quieter, completely automated, safer, zero traffic impacts.

  2. Very convincing. I would be interested to see how an extension across the river, on one of the existing bridges, would work, both in terms of cost and of service and design.

  3. My preference would be for us to have fewer stops and faster trains. We could then supplement the stations with free bikes (if you present your rail ticket), similar or identical to the bike stations that we have in town already.

  4. […] for a light rail starter line to serve this corridor are possible; one prominent example is a plan recently proposed by Austin Rail Now (ARN, a coalition of rail supporters including the Light Rail […]

  5. […] That’s where Project Connect’s rail plan fell way short. But, in contrast, what has all the hallmarks of a real winner of an extremely cost-effective alternative plan is emerging to take its place, this time in the crucial Guadalupe-Lamar corridor. Currently referred to as Plan B, the latest version of this alternative proposes a 6.8-mile LRT starter line running from the major North Lamar Transit Center at U.S. 183 into the Core Area. Along the way, the line would connect with Austin’s existing MetroRail regional passenger rail service and serve a spectrum of major commercial and residential developments, established neighborhoods, and activity centers — plus the West Campus, with the third-highest residential density in Texas. All of this was missed by Project Connect’s plan. See: A “Plan B” proposal for a Guadalupe-Lamar alternative urban rail starter line. […]

  6. […] plans for LRT in the corridor have been suggested. As this blog reported in November, one of these, proposed by ARN, would stretch 6.8 miles, with a short link to the city’s developing Seaholm-Amtrak station […]

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