Archive for the ‘Mary Rudig’s postings’ Category


Austin is a village of villages — and they need to be connected by rail

29 August 2015
City of Austn's Imagine Austin "Centers and Corridors" map shows "regional centers", "town centers", neighborhood centers" and "activity centers". Center-city has three de facto villages, aka "town centers", that align in almost a perfectly straight line down the city's spine. Map excerpt: City of Austin.

City of Austn’s Imagine Austin “Centers and Corridors” map shows “regional centers”, “town centers”, neighborhood centers” and “activity centers”. Center-city has three de facto villages, aka “town centers”, that align in almost a perfectly straight line down the city’s spine. Map excerpt: City of Austin.

By Mary Rudig

Mary Rudig is a Gracy Woods Neighborhood Association coach and editor of the North Austin Community Newsletter. The following commentary has been adapted and slightly edited from her comments recently posted to selected recipients.

Right now, there is a very logical and straightforward way to create a solid transportation system in Austin — but it starts with all of us in this community having to realize that Austin, like most cities in the Southwest, is a village of villages. Most people don’t want to go downtown, they want to go to the next village.

We need to go back to the Imagine Austin plan and start by truly connecting the major activity centers through rail, going down the spine of the city. Rundberg/Lamar down to the North Lamar Transit Center down to the Triangle, then into campus, then through downtown to Seaholm. Add rapid bus systems to connect the Parmer/Mopac tech employment hub, drop more rapid buses along Parmer so you can add density in the Techridge area to the Northeast, add another rapid bus system into Highland Mall/ACC, and another rapid bus into Riverside and down into Slaughter. Eventually those rapid systems will build enough ridership to justify more legs and spurs to the main rail line.

Proposed 6.8-mile "Plan B" light rail transit line in Guadalupe-Lamar corridor

Light rail transit starter line in Guadalupe-Lamar corridor could serve as basic spine for eventual urban rail system together with other transit modes connecting metro area “villages”.

Second, we need to tear apart the PUD (Planned Unit Development) ordinance and basically make PUDs temporary TIFs (Tax increment Financing districts) — I would suggest twenty years. So to pay for the infrastructure, sidewalks, and other things to create this massive transportation plan, we could encourage neighborhoods to allow PUDs to be built, but the revenue and some of the property tax from each PUD would then go back into an account that can only be used for transportation and park/greenbelt/trails in the immediate area.

Third, we would need to force developers to stop building massive parking garages every time they put in another apartment complex and insist, instead, that they have to come up with some matching funds to put in sidewalks and hike & bike trails that connect their development into the surrounding neighborhoods. Sure, the developers will howl, but we just need to tell them sweetly, but firmly, that sidewalks and hike & bike trails are actually far cheaper than parking garages, and we are no longer buying the idea that an apartment complex is truly “compact AND connected”, unless it has very few parking spots and a whole ton of, you know, actual connectivity into surrounding neighborhoods. If we can get enough PUDs generating some funds, then there will be plenty of cash on hand to match the developers’ funds.

As for the idea (being promulgated by some community activists) that all of us in the outer ring of neighborhoods are living in “suburbs” where everybody is wealthy and low-density, that’s an interesting theory — let’s test it.

Let’s see, even though the City includes the Walnut Creek Metro Park into their density calculations, my neighborhood is still over 1200 people per square mile denser than the average density in Austin (4700 versus the typical 3500), and we have a ton of fairly affordable duplexes and older apartments. Oh, and I live in a 960-square-foot bungalow, on a street that is surrounded by duplexes, and we have the Domain two blocks away. Did I mention that I walk to work, my husband walks to work, my nextdoor neighbor bikes to work, and the neighbor next to him also walks to work?

In fact, my area of town (north of U.S. 183) has nearly 90,000 people packed into 13 square miles — so we have downtown beat when it comes to density. We also have neighborhoods to the east of me where 15% of the population doesn’t have cars, versus the 3-5% that is typical in most of Austin. (The official planners have never studied my neighborhood, so I haven’t a clue where we stand on this, but we have a lot of families that do exist happily on one (1) vehicle, instead of the typical family armada)

The truth is, the development crowd in this town keeps the myth of low-density outer suburbs going because they don’t want anybody to clue into the fact that the developers are — yup, actually building sprawl. A super-dense development carefully built to hide a massive parking garage, with a sidewalk that goes nowhere tacked on as a nod to “connectivity”? That’s a vertical gated suburban community that caters to the car culture, folks — and each one of these that gets built is pushing us a little further away from the goal of Austin having good mass transit and walkable, bikable connectivity.

And just to be super-transparent … Yes, I am one of those awful “anti-growth”, “anti-density”, “ANCer” “neighborhood NIMBYs” that both well-heeled real estate groups and some “liberal” community activist groups warn you about. Because I want stuff like rail and walkability, and I don’t think car-culture sprawl and gated communities are good for Austin. Huh. ■


Viewpoint: Community action must clean up public agencies’ transportation planning mess

1 February 2014
Traffic congestion on North Lamar on morning of Jan. 27th, first day of full MetroRapid service. MetroRapid "rapid transit" bus can be seen in far distance at rear of traffic queue. Photo: Steve Knapp.

Traffic congestion on North Lamar on morning of Jan. 27th, first day of full MetroRapid service. MetroRapid “rapid transit” bus can be seen in far distance at rear of traffic queue. Photo: Steve Knapp.

By Mary Rudig

Mary Rudig is a Gracy Woods Neighborhood Association coach and editor of the North Austin Community Newsletter.

While I honestly don’t think it’s intentional, what I see in the recent developments with Project Connect is that Capital Metro and our transportation “experts” are continuing the same pattern government entities have always followed. Somebody at the top gets fixated on an idea, and that becomes the top-down policy for everything to do with transportation. Any thinking outside of the box is strongly discouraged.

When I moved to Austin in 1992, there was a fixation on downtown and all policy was designed to support this. Every bus route had to go downtown, and cross-connections, going around downtown to better connect destinations, and supporting the jobs/growth in the outer ring, were discouraged. This was followed by a series of other fixations — there was a change at the top, and Capital Metro became fixated on rail, going from one plan to another plan. Then came the fixation with the park-and-rides, and the Domain, and moving people from one activity node to another activity node (remember those days?). Then the fixation switched back to moving people to downtown. Again.

Now we have Project Connect, and the latest fixation is with bus rapid transit (BRT) and New Urbanism. New Urbanism will magically create a boom of jobs and housing east of I-35 very, very soon. BRT is the magic pixie dust that City Council has been looking for to fix all our woes. And all this is great — until 2015 when the new City Council takes over and another idea is put forward to be the new magic pill.

The problems though, are the same.

North Lamar/Guadalupe, the backbone of our city, is congested and constrained.

• The outer ring of neighborhoods don’t want to go to downtown, they want to go to their jobs and make cross-connections.

• The other cities in Central Texas need to get people into Austin, in a cost-effective way that won’t put a too high burden on them, because they are struggling to balance their growth needs with a tax base that just isn’t big enough yet.

• Large employers are not being held responsible for assisting with transportation solutions, such as providing shuttles and park and ride space, scheduling shifts away from peak times, flexing workers to work from home/remote offices, etc.

• The high-tech/IT jobs at the north end need more mixed transportation, and most of that transportation need is east-west.

• Many service workers are living either east of I-35 or moving to outlying communities because of the lack of affordable housing, and these populations need better transportation to get to their jobs, which again, are usually not downtown.

• We have huge gaps in how we are serving student populations outside of UT. We have absolutely no idea what the students at our vocational and smaller colleges need in the way of transportation because nobody has asked. ACC’s idea — to rotate campus populations in and out of Highland, so they can close and remodel other campuses — is both brilliant, and a transportation nightmare waiting for a place to happen.

• We are a city of small businesses, but we have barely cracked the shell with what this population needs. 80% of the city works for small business. Think about that — we don’t honestly know where 80% of our workers want to go, transportation-wise. The only study I know of that touches on this issue is the 2012 transportation study by Austin Chamber of Commerce.

• We must connect the urban core in North Austin to the urban core downtown, while figuring out a better way to shuttle people in and out of both of these cores.

Major North Austin neighborhoods. Map:

Major North Austin neighborhoods. Map:

I think Scott Morris (Central Austin Community Development Corporation) and Lyndon Henry (Light Rail Now Project) have made a good start — pick the spine, explore if we can fix it with rail or not, and then maybe we can use the coalition we have built to begin to address these other issues.

Capital Metro and CAMPO and the rest are never going to get their act together, people, because they are too busy worrying about the latest directive from the top. So it’s up to us to fix the mess they have made.