Archive for the ‘Austin light rail issues’ Category

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Blue Line Should Branch from Orange Line Urban Rail — Nix the Redundant Infrastructure!

15 August 2019

Map shows ARN’s alternative proposed urban rail configuration in Core Area connecting Orange Line (Tech Ridge to Slaughter Lane) with Blue Line (UT campus through Core Area and East Riverside to ABIA). Both lines would share First St. (Drake) Bridge over river, thus eliminating need for an expensive redundant Blue Line bridge. Blue Line would branch from Orange Line at Dean Keaton and at W. 4th St. to serve east side of Core Area and provide link to airport. Map: ARN.
(Click image to enlarge)


By Austin Rail Now

Commentary slightly adapted from one-page handout originally produced by ARN and distributed to participants in Project Connect’s Blue Line Workshop at ACC Highland, 31 July 2019.

► Orange Line as primary corridor — Urban rail installation in the Orange Line alignment (N. Lamar-Guadalupe-Lamar-South Congress/NL-G-SC) must be prioritized. Positioned as Austin’s major central local corridor, between I-35 to the east and Loop 1 (MoPac) to the west, the Orange Line corridor is the center city’s 3rd-heaviest north-south travel corridor (after I-35 and MoPac). The City of Austin has repeatedly emphasized that this is the primary local traffic corridor in central-city Austin, with exceptionally heavy traffic at maximum capacity for over the past 2 decades. North Lamar alone is ranked by Texas Transportation Institute as one of the most congested arterials in Texas. With Austin’s highest total employment density on Guadalupe-Lamar, an urban rail line there alone could serve 31% of all Austin jobs. It would also serve the highest-density residential concentrations in the city — including the West Campus, ranking the 3rd-highest in residential neighborhood density among major Texas cities.
https://austinrailnow.com/2014/10/13/latest-tti-data-confirm-guadalupe-lamar-is-central-local-arterial-corridor-with-heaviest-travel/
http://centralaustincdc.org/transportation/austin_urban_rail.htm
https://austinrailnow.com/2019/07/29/future-proof-austins-mobility-with-urban-rail-not-infrastructure-for-techno-fantasies/

► Light rail transit (LRT) — For over 30 years, urban rail in the NL-G-SC (currently designated Orange Line) alignment has been regarded as the key central spine for an eventual citywide and regional urban rail network using well-proven, widely deployed, effective, affordable light rail transit (LRT) technology. Particularly with little to no need for major civil works, the Orange Line is ideal for a surface-installed LRT starter line.

Since initially selected as Capital Metro’s Locally Preferred Alternative in 1989, LRT has remained Austin’s premier major high-capacity transit vision. LRT has demonstrated numerous key advantages over bus rapid transit (BRT). And unlike many “gadget” alternatives, LRT is well-proven in service, a readily available technology, and non-proprietary. (In contrast, “autonomous BRT” has been neither deployed commercially nor even tested.) Compared with buses, LRT systems provide higher capacity and are faster, more user-friendly and more comfortable to access and ride. On average, ridership on new LRT systems is 127% higher than on BRT. LRT is also more cost-effective – average operating cost of new LRT systems is 10% lower than for BRT.
http://www.lightrailnow.org/industry_issues.htm#ridership
http://www.lightrailnow.org/industry_issues.htm#mode-preference
http://www.vtpi.org/bus_rail.pdfAPTA/National Transit Database

► Alternate Blue Line — Simply trying to resurrect the failed 2014 Highland-Riverside plan is not a prudent option. The Blue Line makes the most sense if it shares segments of the Orange Line, branching from it to serve the eastside of the Core Area and UT, and the East Riverside corridor (and ultimately ABIA). Running westward from ABIA on East Riverside, the Blue Line in this proposal would join the Orange Line south of the S.1st St. (Drake) Bridge. Sharing trackage across the bridge, it would proceed northward to Republic Square, where it would turn east to the San Jacinto/Trinity arterial pair, then turn northward and proceed to serve the Medical District and the UT East Campus. At Dean Keaton, the alignment would then turn west and travel on Dean Keaton toward Guadalupe St. to rejoin the Orange Line, proceeding northward from there. Access to-from ACC Highland could be made available via transfer with Red Line trains (with improved frequency) or various bus alternatives (from UT campus or Crestview).

► Eliminate redundant infrastructure — Major advantages of this alternative include more efficient operation, better passenger interconnection between Blue and Orange Lines, and very significant cost savings through eliminating redundancy: the proposed bridge over the Colorado, approximately three miles of line infrastructure paralleling the Orange Line, and five stations.

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“Future-Proof” Austin’s Mobility With Urban Rail — Not Infrastructure for Techno-Fantasies

29 July 2019

Orange Line (north-south route indicated within black outline) shown within Project Connect’s map of proposed regional system. Excerpted and edited by ARN.


By Austin Rail Now

Commentary originally produced by ARN and distributed (as one-page handout) to participants in Project Connect’s Orange Line Workshop at Austin Central Library, 17 July 2019.

♦ Light rail transit (LRT) — This well-proven, widely deployed, effective, affordable urban rail alternative has been proposed for the Orange Line (N. Lamar-Guadalupe-S. Congress) corridor for 30 years. Since selected as Capital Metro’s Locally Preferred Alternative in 1989, LRT has remained Austin’s premier major high-capacity transit vision. In early 2018, Project Connect 2’s proposal for LRT in the Orange Line corridor received widespread community acclaim. However, the proposal was subsequently quashed by Capital Metro, which proceeded to restart the Project Connect process.

As noted below, LRT has demonstrated numerous key advantages over bus rapid transit (BRT). And unlike many “gadget” alternatives, LRT is well-proven in public service, a readily available technology, and non-proprietary. (In contrast, “autonomous BRT” has been neither deployed commercially nor even tested.)

♦ Ridership — On average, light rail systems have excelled in attracting passengers, especially new riders who have access to a car but choose to ride LRT. Compared with buses, LRT systems are more user-friendly, more comfortable to access and ride, and perceived as safer and more reliable. On average, ridership on new LRT systems is 127% higher than on bus rapid transit (BRT).
http://www.lightrailnow.org/industry_issues.htm#ridershiphttp://www.lightrailnow.org/industry_issues.htm#mode-preference
APTA/NTD

♦ Affordability — Especially for a city of Austin’s size, light rail has typically provided an affordable capital cost opportunity to install urban rail (costs similar to “real” BRT), with significantly lower operating + maintenance cost per passenger-mile compared to buses. Average operating cost of new LRT systems is 10% lower than for BRT. The lower capital and operational costs of a predominantly surface LRT system make it the ideal affordable mode for future expansion of a rail transit network throughout the Austin metro area.
http://www.vtpi.org/bus_rail.pdfNational Transit Database


Average operational cost of LRT is 10% lower than for BRT. Average costs calculated by ARN from data reported to National Transit Database, 2016.


♦ Environment & energy — Evidence shows LRT systems have the lowest air pollution and noise impacts, preserve neighborhoods and urban quality of life, and reduce energy usage per passenger-mile compared with cars and buses. LRT especially avoids the energy-wasting effects of hysteresis and asbestos pollution of rubber-tire transport.
http://www.lightrailnow.org/industry_issues.htm#environmental-impactshttp://onlinepubs.trb.org/onlinepubs/circulars/ec145.pdf

♦ Urban benefits — In contrast to bus operations (including BRT), light rail systems have demonstrated a consistent, significant, superlative propensity to attract adjacent development and economic growth, and help shape and guide a changing urban landscape.
http://www.lightrailnow.org/industry_issues.htm#urbanhttp://onlinepubs.trb.org/onlinepubs/Conferences/2019/LRT/LyndonHenry.pdf

♦ Capacity — Compared to both buses and “gadget” modes, LRT has far higher capacity in normal service scenarios and greater capability to accommodate future demand.
https://www.thoughtco.com/passenger-capacity-of-transit-2798765

♦ Guadalupe-Lamar (G-L) corridor — Positioned as Austin’s major central local corridor, between I-35 to the east and Loop 1 (MoPac) to the west, G-L has repeatedly been regarded as ideal for an LRT surface starter line (with no need for major civil works) to create the key central spine for an eventually citywide and regional urban rail network. It’s the center city’s 3rd-heaviest north-south corridor. The City of Austin (COA) has repeatedly emphasized that G-L is the primary local traffic corridor in central-city Austin, with exceptionally heavy traffic at maximum capacity for over the past 2 decades. Texas Transportation Institute ranks North Lamar as one of the most congested arterials in Texas. Urban rail is essential to maintaining mobility in this crucial corridor.
https://austinrailnow.com/2014/10/13/latest-tti-data-confirm-guadalupe-lamar-is-central-local-arterial-corridor-with-heaviest-travel/

♦ Employment & population density — With Austin’s highest total employment density on Guadalupe-Lamar, an urban rail line could serve 31% of all Austin jobs. An urban rail line in this corridor would serve the highest-density residential concentrations in the city — including the West Campus, ranking as the 3rd-highest in residential neighborhood density among major Texas cities.
http://centralaustincdc.org/transportation/austin_urban_rail.htm

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Road and rubber-tire transport plans thwarting urban rail? Seems to fit a pattern

30 January 2019

Construction of U.S. 183 South expressway. Source: Fluor..

As previous posts on this website have noted, for about 28 years – from 1989, when light rail transit (LRT) was identified by Capital Metro as the region’s Locally Preferred Alternative for its Major Investment public transport mode, until the first quarter of 2018 – urban rail held a central and absolutely key role in Austin-area mass transit planning, memorably exemplified by the “Rail or Fail” slogan in 2014. But just as the Project Connect planning process, in early 2018, was rendering a new proposal for LRT after more than two additional years of research, public input, and analysis, that process was thwarted and reversed by a new Capital Metro administration in consort with several local officials, all focused on rubber-tired, roadway/highway-based, and sprawl-driving alternatives to rail.

The reasons for this 180-degree change in policy remain somewhat obscure. But they do seem to fit a persistent pattern of trying to minimize public transport investments in order to divert local funding resources into major new roadway projects (such as a massive overhaul to I-35). This emphasis on vast new roadway investment has been documented in a series of our previous posts:

• Why spending $4.7 billion trying to improve I-35 is a waste of money [March 2016]
https://austinrailnow.com/2016/03/29/why-spending-4-7-billion-trying-to-improve-i-35-is-a-waste-of-money/

• City’s “Smart Corridor” Prop. 1 bond plan promising way more than it can deliver [Sep. 2016]
https://austinrailnow.com/2016/09/29/citys-smart-corridor-prop-1-bond-plan-promising-way-more-than-it-can-deliver/

• Austin — National model for how roads are strangling transit development [Oct. 2016]
https://austinrailnow.com/2016/10/31/austin-national-model-for-how-roads-are-strangling-transit-development/

• “Traffic Jam” to discuss “high capacity transit” becomes “bait & switch” push for road plans [March 2017]
https://austinrailnow.com/2017/03/26/traffic-jam-to-discuss-high-capacity-transit-becomes-bait-switch-push-for-road-plans/

• Urban Rail on Guadalupe-Lamar, Not I-35 “BRT” [July 2017]
https://austinrailnow.com/2017/07/31/urban-rail-on-guadalupe-lamar-not-i-35-brt/

• Officials boost roads and “Super BRT”, put urban rail on side track [Aug. 2017]
https://austinrailnow.com/2017/08/31/officials-boost-roads-and-super-brt-put-urban-rail-on-side-track/

• Why TxDOT-Capital Metro “BRT” plan for I-35 is a massive boondoggle [Oct. 2017]
https://austinrailnow.com/2017/10/01/why-txdot-capital-metro-brt-plan-for-i-35-is-a-massive-boondoggle/

• Why “Super BRT” in I-35 would betray Capital Metro’s member cities [Oct. 2017]
https://austinrailnow.com/2017/10/31/why-super-brt-in-i-35-would-betray-capital-metros-member-cities/

• Plans for Smart City could be dumb choice for Austin [Jan. 2018]
https://austinrailnow.com/2018/01/31/plans-for-smart-city-could-be-dumb-choice-for-austin/

• Capital Metro strikes three blows against Lamar-Guadalupe light rail [May 2018]
https://austinrailnow.com/2018/05/31/capital-metro-strikes-three-blows-against-lamar-guadalupe-light-rail/

• Reinstate Urban Rail in Austin’s Planning [Sep.2018]
https://austinrailnow.com/2018/09/19/reinstate-urban-rail-in-austins-planning/

Basically attempting to reboot the “derailed” Project Connect planning process, Capital Metro has has just issued a solicitation for engineering/planning services, to include performance of an Alternative Analysis of transit mode options. But this comes in the context of about seven months of aggressive top-level hyping of the supposed advantages of “bus rapid transit” (BRT) and a chimerical mode (currently “under development”) described as “autonomous rapid transit” (ART) – autonomous (robotic) buses theoretically capable of emulating the operation of LRT trains.

Capital Metro’s recent solicitation appears to focus on the proposed “Orange Line” corridor (basically the Tech Ridge-to-Slaughter Lane alignment that consists of the N. Lamar-Guadalupe and South Congress corridors), intended for implementation of “high-capacity transit” in “dedicated pathways”. Under pressure and criticism from various community leaders and Austin councilmembers, the solicitation specifies inclusion of “Dedicated Pathways Light Rail Transit (LRT)” in the mix of modes to be considered in the Alternatives Analysis.

Unfortunately, over many previous months several local officials favoring highways and buses have, in public statesments, claimed exaggerated costs for LRT and implied that this “high cost” makes such a system unaffordable for Austin. In occasionally similar major investment planning situations in other communities, it’s been suspected that key public officials have influenced their planning teams to skew “analysis” results toward their preferred results.

Light rail can have a broad range of costs and performance results depending on key design decisions and the competence of the planning team. Will evaluation of LRT be handled fairly in the forthcoming “high-capacity transit” study for the Orange Line corridor? Transit advocates would be well-advised to do their best to help ensure that it will be.

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Let’s Fast-track a Plan for Urban Light Rail — and Make It Happen

31 December 2018

Map and graphics from Project Connect’s Feb. 2018 proposal illustrates possible 12-mile initial light rail line from Tech Ridge (at left end of map) routed south down N. Lamar-Guadalupe corridor to Republic Square in CBD (map is rotated 90°, with north to left and south at right). Other graphics show alignment design options and station attributes. Yet Capital Metro leadership has now withdrawn plan and restarted study process for another two years. Graphics: Project Connect.

by Lyndon Henry

This post is a publication of comments made by Lyndon Henry to the Austin City Council on 13 December 2018. Henry is a technical consultant to the Light Rail Now Project and a contributing editor to the Austin Rail Now website.

For decades, Austinites have been suffering the agonies of a worsening mobility crisis. Help has never been far away – over the past 30 years, no less than six official studies have come to the same conclusion: light rail transit, interconnected with an extensive bus network, is what’s needed.

But time after time, Austin’s leadership has failed to bring a single one of these plans to successful fruition. Austin has become the national poster child of analysis paralysis.

And now Capital Metro and its Project Connect planning program have restarted us on another re-iteration of this same exhausting process for a seventh time and another two years.

Transit advocates appreciate that Capital Metro has revised its Vision concept by restoring light rail and some additional corridors. But much more is needed.

Instead of backsliding to zero again, Capital Metro and the City of Austin need to fast-track this process by building on the data, analysis, community input, and other resources that have already recommended a light rail system and enhanced bus network as the way out of our mobility quagmire.

The Vision plan needs to become a lot more visionary. It needs to preserve a lot more corridors for future dedicated transit lanes. It needs to envision more and longer routes reaching out to serve other parts of the urban area.

Light rail can make this possible. It’s an affordable, cost-effective, off-the-shelf electric transport mode that’s well-proven in hundreds of cities and, best of all, it’s here today – we don’t have to wait for some science fiction technology. Austin needs a solution that’s available now.

Urban light rail is the crucial linchpin of a mobility plan because it has the power to make the whole system work effectively. It’s shown it has the true capacity to cost-effectively handle and grow Austin’s heaviest trunk routes, freeing up buses and resources to expand service into many more neighborhoods citywide. This advantage is validated by solid evidence – in average ridership and cost-effectiveness, cities with urban rail have significantly outpaced cities offering bus service only.

Yet even before Study No. 7 has begun, some Capital Metro and other local officials have been hinting they favor bus rapid transit (BRT) – basically a repackaging of bus service with minimalist capital improvements and lots of fanfare. But it’s unlikely BRT will provide the breakthrough Austin so desperately needs.

On average, compared to BRT, new light rail systems are carrying over three times the ridership at 10% lower operating cost. They’ve shown they can spark adjacent economic development and help shape urban density and growth patterns. BRT has shown almost no such benefits. And light rail comes without the toxic pollution and other problems of rubber tires.

Let’s leave the paralysis behind, and put a light rail starter line on a fast track for a vote in 2020.


An even more affordable light rail starter line project has been proposed by Central Austin Community Development Corporation as a 5.3-mile Minimum Operable System extending from the Crestview MetroRail station (at N. Lamar/Airport) to Republic Square. For a surface alignment with no major civil works, estimated cost in 2016 was less than $400 million. Graphic: CACDC.

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Let’s Put Austin’s Urban Rail Planning Back on Track

29 November 2018

Light rail starter line using N. Lamar-Guadalupe corridor from Tech Ridge to downtown was key element of Project Connect comprehensive regional plan presented in February 2018. Despite a three-year data-driven process with community participation, it was subsquently overruled and aborted by Capital Metro officials – setting back planning process another two years.

This post publishes the text of a handout distributed to a “Community Conversation” meeting sponsored by Project Connect in Council District 5 on 17 November 2018.

No more backsliding – Finalize a plan!

Last February (2018), Capital Metro’s Project Connect planning program, with public input, was finally nearing the end of a two-year process to devise a regional public transport proposal with urban rail and other “high-capacity” transit. On the table was a widely acclaimed, tentative plan for a viable, attractive public transport system, centered on a north-south light rail line from Tech Ridge to Slaughter Lane to link the city’s heaviest local travel corridors and provide a spine for ultimate rail extensions to other sections of the city. It was conceivable that details could be finalized to place a starter line on the November ballot for bond funding.

But that wouldn’t happen. Just over a month later, CapMetro’s new incoming CEO, with the blessing of the board, discarded the plan and reset the whole process back to zero – thus adding another two years to the seemingly endless effort to forge a transit remedy to Austin’s worsening mobility crisis.

While this destructive action was unprecedented and outrageous, for Austin it nevertheless fit a pattern of transit system plans aborted, botched, or abandoned by top leaders of CapMetro and the city’s political power elite, persisting over the past three decades. That’s a graveyard of at least six – count ‘em, 6 – urban rail planning efforts, totaling tens of millions of dollars, that have died because of official disinterest or misleadership, prolonging Austin’s mobility crisis pain and misery by 30 years. This delay needs to end – Austin needs to finalize and implement an urban rail system ASAP!

Real-world light rail, not science fiction dreams

In official studies from 1989 to 2018, light rail transit (LRT) has repeatedly been validated as Austin’s best choice for an attractive, cost-effective high-capacity transit system and the centerpiece of a regional system.

In recent decades, at least 19 North American cities have opened brand-new, affordable light rail systems that have typically excelled in attracting passengers, provided essential capacity and cost-effectiveness, and stimulated economic development that has more than repaid the public investment. Yet Austin’s official planning has recently been re-focused on visions of a totally untested, speculative technology (a “Smart Mobility roadmap” and ”Autonomous Rapid Transit”) – i.e., substituting science fiction for realistic, workable planning.

This seems basically a cover for dumping bona fide rapid transit and embracing a rebranded buses-only operation – bus rapid transit (BRT) – contradicting not only the recently aborted Project Connect process, but at least three official comparative studies over the past 28 years that have selected LRT as superior to BRT, particularly in key features such as capacity, ridership, cost, and economic development impacts. Disappeared from planning now are critical goals such as creating livable, transit-friendly, pedestrian-friendly streets and neighborhoods, and shaping public transit to guide growth and create economic investment.

Plans for urban rail should be fast-tracked

Austinites have long been suffering the pain of this region’s prolonged and worsening mobility crisis. We need real-world, proven, effective solutions nownot speculative visions of the possibilities of high-tech toys and autonomous vehicles. For sure, while prudently assessing new technology, we must not let our city be turned into a “Smart Mobility” Petri dish in lieu of installing a well-proven mass transit system such as LRT.

Austin’s mobility planning needs to be re-focused on developing an extensive, attractive, affordable, accessible, cost-effective public transport system with urban rail that can enhance livability, reduce total mobility cost, help guide growth, and encourage economic development that can recoup the public investment. To make up for time lost through delays and top-level debacles, rail planning should be fast-tracked, particularly by reinstating the results and community-participated planning decisions already achieved.

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Reinstate Urban Rail in Austin’s Planning

19 September 2018

Project Connect slide illustrating “Autonomous Rapid Transit” technology at joint Capital Metro/City of Austin work session Sep. 14th represents currently hypothetical, undeveloped technology as question mark, yet proposes it for inclusion in new “Vision Plan”. Meanwhile, plan with proven, available modes including light rail transit (LRT), presented in February 2018, has been withdrawn. Graphic: Project Connect.

by Lyndon Henry

This post is a publication of comments made by Lyndon Henry to a public hearing held by the board of directors of Capital Metropolitan Transportation Authority on 17 September 2018. (The remarks refer to a “presentation this past Friday” – made by Capital Metro’s Project Connect planning team to a Joint Capital Metro Board/City of Austin City Council Work Session on Friday 14 September.) Henry is a technical consultant to the Light Rail Now Project and a contributing editor to the Austin Rail Now website.

I’m Lyndon Henry, a transportation planning consultant, former Capital Metro Board member, and currently a writer for Railway Age magazine.

Seven months ago, Project Connect at last presented a viable, attractive public transport plan, centered on a central light rail line from Tech Ridge to Slaughter Lane that would connect the city’s heaviest local travel corridors – Lamar-Guadalupe and South Congress. It was a plan that won substantial acclaim from the community and reflected what was already supported in public surveys.


Left: Project Connect draft system plan (presented in Feb. 2018) proposed multiple bus and rail routes, including long north-south light rail line (shown in purple north of the river and lavender to the south) stretching from Tech Ridge to Slaughter Lane. Right: Initial phase of LRT project (proposed Feb. 2018) would run from Tech Ridge to downtown at Republic Square, mainly following the North Lamar-Guadalupe corridor. Maps: Project Connect. (Click to enlarge.)


Astoundingly, within a month that plan was taken off the table, and apparently discarded. To judge from the presentation this past Friday, that realistic, workable plan has now been replaced by a question mark – literally. While Austin is facing a painful and mounting mobility crisis, we’re now informed that official planning is expunging rail from consideration, and has been re-focused on a buses-only operation predicated on visions of a totally untested, effectively imaginary technology (identified with a question mark in presentation slides).

This recent abrupt about-face in the direction of Austin’s public transport planning is extremely bad news – for urban public transport and the future mobility and livability of this entire metro area. Besides the trashing of the orderly planning process, the implications for Austin’s public transport are potentially far more seriously damaging.


Slide from Feb. 14th Project Connect presentation shows hypothetical “Autonomous Rapid Transit (ART)” as question mark. Since mode is currently imaginary, characteristics and performance claims for it in chart are apparently based on pure speculation. Does a currently fictional technology merit inclusion in a presentation of critical public transport options? Graphic: Project Connect.


It says a lot that, since the late 1970s, at least 19 North American cities have opened brand-new light rail systems, almost every one of which has decisively reversed previously declining ridership, increased public attraction to transit, improved urban livability, sparked economic development, and attracted real estate development to cluster near the rail stations. In contrast, the results for the handful of new BRT [bus rapid transit] and quasi-BRT operations have been spotty, and at best a pale shadow of light rail’s success.

In Austin, over the past 28 years, at least three multimillion-dollar publicly sponsored comparative studies have selected light rail as the superior mode to BRT, particularly in key features such as capacity, cost, and various community impacts.

While new technology can improve transit, it must be rigorously tested and proven. But in terms of demonstrated workability and performance, the latest “transit vision” of “a regional system of autonomous, electric-powered buses moving in platoons” is little more than a fantasy, and quite possibly a fraud. Four years ago, the Project Connect team rejected reliance on “Newer technology that does not have proven application”, and warned that “Unproven technologies have unforeseen costs”. Now those caveats have disappeared, replaced by assurances and hype.


Project Connect chart from 2014 includes warnings (annotated with red arrow) against “Unproven technologies”. Graphic: Project Connect.


But what proponents seem to be actually committing Austin to, in reality, is BRT for the region’s major “high-capacity” transit system. The idea seems to be to place all our hopes on an unproven hypothetical technology that will emerge – and be satisfied with BRT in the meantime.

Yet while the Austin region’s mobility crisis continues to worsen as I speak, light rail is available now, a well-proven mode with a long record of success. It’s out-performed BRT and proven far more affordable than subway-elevated alternatives. I urge you to reinstate that February plan with a central light rail spine so Austin can continue to move forward with a real-world solution to our mobility crisis.

Thank you for the opportunity to put these observations and warnings in the public record.

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Capital Metro strikes three blows against Lamar-Guadalupe light rail

31 May 2018

Graphic: Grace in the city

In a post this past February 28th, we reported on a surprising development coming from Capital Metro’s Project Connect planning process – the “conceptual” proposal of a 21-mile predominantly linear north-south light rail transit (LRT) corridor, running from Tech Ridge in North Austin, through the central heart of the city, to Slaughter Lane, near the Southpark Meadows area, in South Austin. The proposal particularly extolled the merits of a 12-mile-long segment, through the Lamar-Guadalupe corridor, from Tech Ridge to downtown.

After over four decades of indecision, missteps, and delay, it seemed like the transit agency (and city leadership) might, amazingly, have turned a corner. Could this actually mean that, at long last, Capital Metro and Austin’s top leadership were prepared to move ahead with a plausible, workable light rail plan – implementing a long-awaited leap forward in urban mobility – for the city’s most important central corridor?

Unfortunately, no. Slightly over a month later, Capital Metro reversed itself, withdrew the LRT proposal, and reverted to the familiar decades-long pattern of indecision, confusion, dithering, and delay that has gripped Austin like a curse.

Instead of an actual, specific project for a new light rail system, with a starter line from Tech Ridge to Republic Square downtown, the proposal had dissolved into the clouds, becoming just another line on a map of “perhaps something, some day”. To explain the retreat, planning was now described as “mode agnostic” – in other words, reverting back to a kind of official daydreaming, without any modes (the things that people would actually ride) identified to define a real-world project.

Almost exactly a month later, Capital Metro’s board made another fateful decision. Whereas mode-specific recommendations from the Project Connect study were scheduled for June, the board delayed that back to late in the fall (or perhaps winter) – far too late to put any kind of actual, mode-specific project (such as the previous LRT proposal) on the November ballot for possible voter approval of bond funding. (At best, this would now delay voter approval of any hypothetical project until the 2020 election cycle.)

A third blow against LRT in the Lamar-Guadalupe corridor was struck on May 8th, when the Capital Area Mobility Planning Organization (CAMPO) approved a Capital Metro-sponsored plan (originally submitted Jan. 19th) to overhaul the N. Lamar Blvd.-Airport Blvd.-MetroRail intersection (adjacent to the Crestview MetroRail station) with a design – exclusively focused on accommodating and facilitating motor vehicle traffic, rather than public transport – that would impose enormous obstacles to LRT on North Lamar. Currently, community activists and urban rail advocates are endeavoring to prompt a redesign of this project.

For decade after decade, the Austin community has agonized, writhed, and wailed over its steadily mounting mobility crisis. Hundreds of miles of lanes and roads have been built and rebuilt, and even more vigorous roadbuilding is currently underway. Yet the mobility crisis continues to worsen – for many motorists, driving around the urban area increasingly feels like trying to swim through solidifying mud. Or, alternatively, slogging through a battlefield ….

Repeatedly, the need for light rail has been affirmed. (See «Long saga of Guadalupe-Lamar light rail planning told in maps».) As we pointed out in a March 2015 post, “For two and a half decades, local officials and planners have explained why urban rail — affordable light rail transit (LRT), in Austin’s case — has been an absolutely essential component of the metro area’s mobility future.” («Austin’s urban transport planning seems struck by catastrophic case of amnesia and confusion».)

Capital Metro designated LRT in the Lamar-Guadalupe corridor as the region’s Locally Preferred Alternative in 1989. In 2000, Capital Metro hastily placed LRT on the ballot – but, in a poorly organized election campaign, it was defeated in the overall service area by a tiny margin (although it was approved by Austin voters). In 2014, another LRT plan was presented to Austin voters under the slogan “Rail or Fail” – but, proposed for the ridiculously weak Highland-Riverside corridor, the plan was resoundingly rejected. (See «Austin: Flawed urban rail plan defeated — Campaign for Guadalupe-Lamar light rail moves ahead».)

Time and time again, Austin has demonstrated that it’s the national poster child for chronically muddled urban mobility planning. In a January 2015 post, we warned that “Austin – supposedly the most ‘progressive’ city in the ‘reddest’ rightwing state of Texas – has a distinctive (read: notorious) reputation for dithering, dallying, and derailing in its public transport planning ….” («Strong community support for Guadalupe-Lamar light rail continues — but officials seem oblivious».) As our previously-cited March 2015 post went on to observe: “The devastating befuddlement of Austin’s official-level urban transportation planning … has been nothing short of jaw-dropping.”

Will Austin, and Capital Metro, ever manage to break out of this pattern of failure? Does hope still spring eternal?