Archive for the ‘Guadalupe-Lamar corridor’ 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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Why light rail transit is crucial for the Orange Line corridor

28 June 2019

A logical and affordable first step to actually implement a bona fide “high-capacity transit” system in the Orange Line corridor would be a 6.2-mile LRT starter line from US183 to downtown. Map: David Dobbs.

Commentary by David Dobbs

This commentary has been adapted, edited, and slightly expanded from original comments submitted to the Federal Transit Administration in response to Early Scoping for Project Connect’s Orange Line “high capacity” corridor (North Lamar-Guadalupe-downtown). David Dobbs is Executive Director of the Texas Association for Public Transportation and publisher of LightRailNow.org.

Austin, Texas is a line village whose principle population centers are caught between two major north-south freeways that are rapidly approaching maximum capacity and cannot be meaningfully expanded. The Texas Transportation Institute (TTI) states that failure to adequately address Austin’s future mobility in the IH-35 corridor will essentially shut down economic growth by 2035. [1] This approximately 21-mile-long, one-to-three-mile-wide ribbon of urban population has only one continuous north-south travel corridor that can provide sufficient mobility for future residents – and then only if a well-designed electric urban light rail transit (LRT) line is constructed as a surrogate/alternate to IH-35 from Parmer Lane to Slaughter Lane, primarily routed via North Lamar, Guadalupe, and South Congress

This concept – basically, an elaboration of the Orange Line sketched in Project Connect’s Long-Term Vision Plan – is summarized in the linked 5-doc_Dobbs_Objective-2030-Basic-Concept page (PDF). Constructed as surface-running LRT (e.g. Phoenix, Houston, etc.), revenue service could begin in 2030. With a 17 mph average speed, a cross-platform transfer point with the Red Line at the Crestview Station, and major park & ride facilities at each end, such a line could plausibly carry as many as 100,000 daily rider-trips by 2035. Running through the densest sectors of the city, it would serve as a template for dense, mixed-use transit-oriented development (TOD), while at the same time providing excellent access to outlying areas sans the use of automobiles. We estimate the cost of this 21-mile Orange Line at approximately $2 billion in 2019 dollars, a fraction of the cost of expanding IH-35 (see map below).

LRT in Orange Line corridor could link Tech Ridge on the north end to Southpark Meadows on the south. Map: David Dobbs.

As the Objective 2030 Basic Concept page also suggests, a first step toward this 21-mile central route could be a much shorter initial starter line (at substantially more modest cost). Illustrated in red on the map (and in the map excerpt included at the top of this post) is a 6.2-mile Minimum Operable Segment running from the North Lamar Transit Center (at US183) on the north end, south via N. Lamar and Guadalupe (and Lavaca) to a south terminus at W. 4th St. downtown.

The Austin community has spent more than $30 million in planning money over the last 40 years trying to get this essential transportation element built here in the Texas capital – see, for example, FTA’s summary of the 2000 LRT plan. [2] Unfortunately, with mobility worsening and the pace of critical urban decisions speeding up, time is running out. We simply cannot wait for some hypothetical new technology to be developed and become available at some undetermined date in the future. Light rail is the proven alternative world-wide.

References

[1] Mobility Investment Priorities Project Long-Term Central Texas IH 35 Improvement Scenarios August 2013 pp 58-61
http://tti.tamu.edu/documents/TTI-2013-18.pdf

[2[ FTA New Starts/Small Starts Austin, Texas/Light Rail Corridors (November 1999-& 2000)
https://austinrailnow.files.wordpress.com/2014/05/fta_austin-texas-cmta-light-rail-corridors-new-starts-nov-1999_.pdf

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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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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?

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North Lamar-Guadalupe-South Congress light rail plan seems back on the table

28 February 2018

Project Connect’s latest draft system plan envisions multiple bus and rail routes, including the long, linear north-south light rail line (shown in purple north of the river and lavender to the south) stretching from Tech Ridge to Slaughter. Map: Project Connect.

The stream of Twitter posts on Feb. 12th from Steven Knapp, attending a meeting of the Multimodal Community Advisory Committee (MCAC), came like a bombshell – forwarding snapshots of an apparent conceptual proposal, by Capital Metro’s Project Connect planning body, for a light rail line not merely in the Guadalupe-Lamar corridor, but stretching all the way from Tech Ridge in North Austin, southward down North Lamar, and Guadalupe, through the Core Area, and on down South Congress to the Southpark Meadows area in far South Austin.

The route, originally proposed by local transportation activist Dave Dobbs in 2014, incorporates sections initially proposed by transportation planner and local activist Lyndon Henry in 1989, plus the portion of Capital Metro’s 2000 plan taking light rail transit (LRT) from the Crestview area (N. Lamar/Airport Blvd.) as far south as the Ben White freeway. Dave’s extensions north to Tech Ridge and south to Southpark Meadows have created a highly plausible north-south linear alignment, offering a central alternative to both I-35 and the MoPac (Loop 1) freeway, that has caught the public’s imagination and attention.


Initial phase of LRT project would run from Tech Ridge to downtown at Republic Square, mainly following the North Lamar-Guadalupe travel/development corridor. Map: Project Connect.


While Capital Metro insists that the idea at this stage is just “a draft for internal review”, LRT in the city’s most important central corridor – North Lamar-Guadalupe – plus South Austin’s most venerable central corridor – South Congress Avenue – does seem to be garnering particularly serious interest. According to Project Connect’s Feb. 12th MCAC presentation,

The North Lamar/Guadalupe Corridor has been one of the most critical transportation arteries in Austin for over a century. Phase 2 of Project Connect considered the 12 miles of the corridor stretching from Tech Ridge in North Austin to Republic Square in Downtown. The corridor connects many of Austin’s most important destinations, including Downtown, the State Capitol, University of Texas, and several major state agency offices between 38th and Crestview.

A graphic emphasizes this corridor’s potential even more:


Table shows demographic and other data bolstering potential of LRT in Guadalupe-Lamar corridor. Graphic: Project Connect.


It should be noted that these improved prospects for Guadalupe-Lamar LRT come into ascendancy just as the alternative scheme for an I-35 “Super BRT” – buses running in future toll lanes in the Interstate highway – have been placed “on hold”. (See «Why TxDOT-Capital Metro “BRT” plan for I-35 is a massive boondoggle».) Reportedly, toll-based highways are being rejected by top Texas officials, particularly in light of prohibitions by Texas voters against using relatively new road revenue streams to finance them.

Yet even if LRT is suddenly, truly on the official table, moving forward with an an actual project is not without challenges. First, Project Connect’s planning methodology is still encumbered with unfortunate flaws, a few of them somewhat similar to several within the 2013 planning process. These include dubious and implausibly rigid “corridor” criteria, as well as questionable evaluation criteria. (See «The fraudulent “study” behind the misguided Highland-Riverside urban rail plan».)

But by far the biggest challenge will be how to pay for such an ambitious plan, especially in view of the Trump administration’s evidently skeptical and parsimonious attitude toward public transport funding. But there’s a saying worth keeping in mind: “Who wills the end, wills the means.” Austin could, like Houston, rely on local bonds to fund its own LRT starter line project – if it’s designed (and kept) sufficiently modest and affordable. And some level of federal funding is not necessarily totally out of the question.

In any case, Project Connect appears at least to have taken an official step toward putting LRT back on a sound path for planning and, hopefully, implementation. And that may signal real progress. ■

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Urban Rail on Guadalupe-Lamar, Not I-35 “BRT”

31 July 2017

Map from Austin Rail Now/Our Rail leaflet distributed at July 26th “Traffic Jam” shows 21-mile light rail transit line proposed as a “high-capacity transit” alternative to the “BRT” line in I-35 advocated by TxDOT and other road proponents.

As our April 30th article «Reorganized Project Connect 2.0 opens up, reaches out» explained, Project Connect – the major planning effort -sponsored by Capital Metro, has been re-evaluating Austin-area corridors as possible candidates for rail and other forms of “high-capacity transit”. In recent months, the Texas Department of Transportation (seeking funding participation for its planned overhaul of Interstate Highway 35 through Austin) has been prodding the transit agency to allocate funding for a so-called “bus rapid transit” (BRT) service to be installed in the proposed reconstructed highway. This has become one of the de facto “high-capacity transit” alternatives competing with urban rail in the Guadalupe-Lamar corridor for major local funding.

On July 26th, Project Connect, Capital Metro, and several other collaborating agencies sponsored a “Traffic Jam” community meeting, with invited panelists, to discuss possible options in the planning process. The following article is adapted from a leaflet published and distributed by Austin Rail Now, together with the Our Rail political action committee, at the “Traffic Jam” meeting, focusing on a proposed central 21-mile light rail transit (LRT) project, paralleling I-35 and Loop 1 (“MoPac”, Austin’s other north-south freeway), as an alternative to the I-35 “BRT” proposal.


Why not a true mobility option?

Alternative to I-35 and Loop 1 — A 21-mile urban rail line, running from Tech Ridge in the north to Southpark Meadows in the south, following the Loop 275 (North Lamar to South Congress) corridor, could provide alternative traffic relief to Austin’s major north-south freeways (I-35 and Loop1/MoPac).

Map at left illustrates the major neighborhoods and activity centers that would be served. Such a route could plausibly have a potential of attracting ridership of 100,000 a day.

Better option than I-35 “BRT” — Urban rail is a far better public transit option than a dubious, seriously handicapped “bus rapid transit” (BRT) line in I-35. Urban rail lines have demonstrated significantly greater potential to attract riders, guide adjacent development, improve commercial taxbase, and stimulate economic activity. It’s unlikely that buses running in an I-35 HOV toll lane would yield any of these benefits.

Affordable — Light rail transit (LRT), predominantly surface-routed, can most easily and affordably be installed to serve people where they live, work, and need to go. Decades of experience in other major U.S. cities demonstrates that light rail is substantially less costly to operate per passenger-mile than buses, and tends to create high-value taxbase around stops. This can significantly enhance public revenue for better city services, while at the same time helping stabilize or even lower property taxes.

Guadalupe-Lamar starter line — Guadalupe-Lamar (G-L) is the center city’s 3rd-heaviest north-south corridor. In addition to major activity centers, the corridor serves a variety of dense, established neighborhoods, including the West Campus with the 3rd-highest population density in Texas. With Austin’s highest total employment density on Guadalupe-Lamar, an urban rail line could serve 31% of all Austin jobs.

An initial 6 or 7 mile LRT starter line from U.S. 183 or Crestview to downtown could serve as the initial spine of an eventual metrowide system, with branches north and south, northwest, northeast, east, southeast, west, and southwest.

BRT Reality Check — So-called “BRT” operations in other cities like Minneapolis and Cleveland typically fail to meet the ridership and urban benefit claims of their promoters. Minneapolis’s Orange Line, an upgrade of the city’s heaviest bus transit corridor in I-35W, with just 14,000 daily ridership on 25 routes after 45 years’ worth of facility investment, is no model for Austin. (In contrast, Minneapolis’s 2 LRT lines attract ridership of 68,000.) Cleveland’s Health Line carries ridership of 16,000 in the city’s historically busiest local corridor. Running both in reserved lanes and in mixed traffic, this line is more akin to Austin’s MetroRapid bus services than a “BRT” operation in I-35.

Community benefits — Compared with buses, LRT systems are more user-friendly, more comfortable to access and ride, and more reliable. G-L LRT would provide higher passenger capacity than the proposed I-35 “BRT”, while being more energy efficient, encouraging denser development and safer, more livable urban environments, and emitting less greenhouse gases.