Posts Tagged ‘austin transportation planning’

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An Alternative Basic Urban Rail Framework for Austin

29 September 2019

Basic Urban Rail Framework, using available “opportunity assets”, is readily implementable, affordable path to a more extensive, interoperable citywide urban rail system using electric light rail transit (LRT) technology. Map: ARN. (Click on image to enlarge.)

This proposed alternative vision for a “foundation” of Austin-area urban rail lines has been revised and updated from a handout originally distributed on 21 August 2019 to a Project Connect community meeting.

An extensive high-capacity urban rail system, together with high-quality bus services and other useful public transport modes, would be a transformational upgrade of mobility for metro Austin and its surrounding region. Towards this goal, the lines in the map above represent a proposed initial “skeleton” or framework of readily implementable, affordable, workable urban rail alignments, upon which routes/branches into other corridors can be added.

The key advantage of this Basic Urban Rail Framework is that these alignments are, in effect, the “low-hanging fruit” of available “opportunity assets” – in this case, available railway alignments and wide roadways – that can expedite implementation of multiple interoperable urban rail lines, deploying electric light rail transit (LRT) technology, providing exceptionally attractive, cost-effective, high-capacity rail transit. Using the technologically common mode of LRT, interconnected urban rail lines (and rolling stock) can be interlined (shared by different routes).

Given Austin’s size, growth dynamics, and financial resources, LRT is optimally scaled to achieve the essential and realistic mobility goals for our metro area. LRT makes the best use of existing “opportunity assets”, particularly available railway alignments. Both the existing Red Line and proposed Green Line (both using CMTA-owned right-of-way) can be upgraded to LRT at approximately half the cost (or less) per mile of new street trackage. In fact, much of the existing trackage and other infrastructure of the Red Line can be converted to LRT at even lower expense.

Capacity and high acceleration capability are critical. LRT would provide adequately high capacity and performance to attract and cost-effectively accommodate heavy ridership volumes (current and future), particularly in the northwest Red Line corridor. More efficient performance, higher capacity, and lower unit operating & maintenance costs would be expected from conversion of the Red Line from diesel multiple units (DMUs) to electrically propelled LRT. Not only would an LRT Red Line enable urban rail service into northwest Austin, but in addition it would provide significantly higher-level urban rail service to East Austin and interconnective links to work, education, and other opportunities.

Freight service could be maintained on both the Red Line and Green Line tracks via a Federal Railroad Administration shared-use waiver based on temporal separation (logically, meaning late-night use of these tracks only by freight trains). The outer segment of the Green Line to Elgin (and other regional extensions) could possibly be served with DMU regional rail using existing rolling stock.

A complete transit network of local routes, “rapid bus”, express bus, etc. can be overlaid on this Basic Framework of primary LRT trunk lines. Additional urban rail lines (possibly as streetcar operations) could branch from these trunk routes to serve other corridors; for example: Manor Road to the Mueller development and northeast Austin; MLK into East Austin; and the Lake Austin Blvd. corridor serving the south segment of West Austin.

LRT systems have demonstrated an exceptional ability to attract new riders, and to catalyze economic development and transit-oriented-development (TOD). Additional taxbase created often can more than recompense the costs of LRT systems. Those are additional reasons why this Basic Urban Rail Framework makes abundant sense.

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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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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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Did Austin’s new Smart Mobility agenda kill light rail?

28 March 2019

Left: Passengers preparing to board Houston’s Metro light rail. Have “Smart City” visions scuttled Austin’s hopes for urban rail? Right: Simulation of “Smart City” traffic with autonomous and “connected” vehicles. Sources: L. Henry; Propmodo.com.

Commentary by Roger Baker

Roger Baker is a longtime Austin transportation, energy, and urban issues researcher and community activist. The following commentary has been adapted and slightly edited from his comments recently posted by E-mail to multiple recipients. References for numbered citations are at end of post.

On March 2, 2017 the Austin City Council passed a resolution that called for a major policy Austin transportation policy shift toward a future of electric and automated vehicles (EV/AV) based on public-private partnerships (P3s), ride-sharing, and other factors. This effort arose out of Austin’s Smart City Challenge entry, which it had lost to Columbus, Ohio. [1]

This big shift away from business as usual obviously required a new plan with a lot of detail. The City Manager was ordered to draft a New Mobility EV/AV Plan by June 15, 2017. One part of this policy shift was to get people within the Austin Transportation Department (ATD) to help promote this shift. Two of the top ATD people responsible for this are now Karla Taylor, in charge of all ATD staff, and Jason JonMichael who knows about wiring “Smart Cities”, stuff like getting all the vehicles and street intersections and other vehicles to talk to one another, and persuading the public to accept the shift.

This new industrial development policy reportedly is meant to help generate startups and assist in the new programs developed by mobility tech leaders like Google, Tesla, Uber. And even Ford, which wants to move in the same electric and alternative transportation direction. The new wave of sharable scooters and bikes fits right into this new city perspective.

It is true that light rail transit (LRT) is electric, but currently it is only rarely autonomous. Since high-level corridor LRT service handles so many people with one driver, there is not such a great need for rail to operate autonomously.

On the other hand, autonomous vehicles like Uber cars, trucks, and buses would be a different story since the big mobility providers could maybe save money two ways. They can save on transportation fuel cost by shifting to electric, and supposedly also by possibly eliminating driver labor.

Moving urban rail off the table

In order to get everyone moving in the same direction, and shift to the new transportation agenda, Capital Metro had to be brought on board. Aside from its penny sales tax, Cap Metro can’t issue bonds using city resident’s property, but the city can do so. Without much state funding and with federal funds uncertain, a lot of the cost is probably now going to fall on local taxpayers.

This shift was also made by hiring a new transit czar, Randy Clarke, who understands that his new marching orders include things like new autonomous and electric buses. Of course this also meant making a big shift in the nearly complete Project Connect planning process, which was supposed to be finished in September 2018 after years of work. But in mid-2018 the Project Connect process, now falling under autonomous-friendly management, was extended to December 2018 for an additional $600,000. As a result, we should see a new rapidly revised version of the Project Connect plan soon, with more than just lines on map.

For its part, the City of Austin (COA) focused on creating a new Smart Mobility plan. The City Manager missed an original June 2018 deadline, but did finally come up with the City’s new 141-page Smart Mobility Roadmap on October 5, 2017. See:

https://austintexas.gov/smartmobilityroadmap
https://austintexas.gov/sites/default/files/files/Smart_Mobility_Roadmap_-_Final.pdf

In my opinion, light rail will probably not be allowed to get in the way of “reinventing” transportation, no matter what transportation experts might think or advocate, primarily because it doesn’t have the high-tech startup potential that the City’s new marching orders require. Autonomous has already been proclaimed to be Austin’s future. You can see it from the Smart Mobility autonomous vehicle agenda, where the public-private partnerships have decided that the Austin’s transportation future is autonomous and “smart”, and as certified by the tech gurus the city hires. And don’t forget that new fleets of electric autonomous buses will supposedly help save us from global warming,

High-tech deliverance?

The executive summary from the Smart Mobility Roadmap gives an overview of what city leaders have in mind. [2] As this excerpt from the document lays out, the City of Austin and Capital Metro’s Smart Mobility Roadmap comprises five key areas:

• Shared-Use Mobility
• Electric Vehicles and Infrastructure
• Autonomous Vehicles
• Data and Technology
• Land Use and Infrastructure


City of Austin’s Smart Mobility Roadmap.


The Mobility Roadmap makes a series of recommendations for implementing, accommodating, and facilitating EV/AV vehicles in “Smart City” style:

1. Engage citizens, businesses and visitors on how this technology can meet their needs and address community issues
2. Hire an Executive level Officer of EV/AV Transportation
3. Develop a Master Plan roadmap for emerging electric-connected and autonomous vehicle (E-CAV) technologies
4. Create an interdisciplinary AV Work Group
5. Create an infrastructure task force to examine electric, technology and land use infrastructure requirements
6. Test Dedicated Short Range Communication (DSRC) technology for vehicle to infrastructure (V2I) reciprocal safety messages
7. Test 5G technology for vehicle to infrastructure (V2I) reciprocal safety messages; compare to DSRC 8. Increase public awareness of electric autonomous (E-AV) shuttles in various Austin locations through EV/AV pilots
9. Increase public awareness of last mile E-AV delivery robots
10. Establish an EV/AV Commercialization Opportunities/ Economic Development Work Group
11. Create Shared/EV/AV focused team
12. Increase public awareness of electric and autonomous vehicle benefits
13. Create a regional New Mobility Workforce Training task force for new job training and educational opportunities for those with legacy occupations

We all know, or should know by living in our high-tech city, that all kinds of automated and electric vehicles are destined for our future. Scooters, autonomous vehicles, rental “Smart Cars”, and incredible stuff like fleets of autonomous connected buses will be shuffling throughout Austin, supposedly solving our congestion problems as they go.

In addition to its rental scooters, Lime is making a foray into services with larger vehicle. Last May, Bloomberg News reported that Lime was ramping up its mobility-rental efforts by launching a car-sharing in Seattle, aiming to with ultimately 1,500 distribute Lime-branded “free-floating” rental cars around the city. Lime is also testing vehicles it calls “transit pods,” resembling “enclosed golf carts or electrified rickshaws”, according to Bloomberg, with a top speed of about 40 miles per hour. [3]

It’s not hard to foresee these “pods” adding to the mix of new modes gushing onto the streets and sidewalks of Austin. By adopting the Smart Mobility roadmap as official city policy, Austin has made it pretty clear that whatever the tech giants like Lime want to do will get a friendly reception here.

High-capacity transit vs. laboratory experiment

The strategy here is apparently to make Austin a kind of Petri dish – in effect, a laboratory experiment – to incubate and give birth to all kinds of innovative high technology startups, such as the recent invasion of rentable electric scooters (which incidentally are not permitted in Seattle due to safety considerations). Also included here is Cap Metro’s vision of autonomous, electrified bus rapid transit (so far, not operating anywhere as far as anyone knows). From this permissive support for high-tech innovation, the benefits are supposedly going to trickle down to average Austin residents, who will end up paying an unknown share of the final cost.

But how can Austin continue to manage to deny the need for a very high-capacity corridor transit system (only rail has the adequate capacity) running roughly between our highly congested road corridors of I-35 and MoPac? Even now, nearly twenty years after such a reasonable system was narrowly defeated, we still try to ignore the obvious under city-level political pressure, as usual based on using average homeowner-based property tax revenue to benefit private real estate development interests. This defies all logic, and to me is yet more evidence of the continuing special interest influence over Austin’s transportation planning.

At some point we need to bite the bullet and admit that public funding is limited and requires hard choices, not only involving mode choice but also geographical areas. CAMPO’s outlook is that we can have both “guns and butter”, that unlimited roads plus lots of transit are somehow affordable. The fact that neither the state nor federal gas taxes have been raised for 25 years is clear proof of our continuing denial of economic reality and our inability to make hard choices until something breaks.


Attractive high-capacity light rail transit is changing mobility patterns, boosting economic development in cities like Minneapolis-St. Paul. Photo via Transit for Livable Communities.


Reference Notes

[1] http://www.austintexas.gov/edims/document.cfm?id=272885

[2] https://austintexas.gov/sites/default/files/files/Smart_Mobility_Roadmap_Executive_Summary_-_Final_with_Cover.pdf

[3] https://www.bloomberg.com/news/articles/2018-11-13/lime-wants-to-spread-1-500-shared-cars-around-seattle?srnd=premium

Related: Plans for Smart City could be dumb choice for Austin

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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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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?