Posts Tagged ‘austin urban planning’

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East Austin: Upscale gentrification worsens affordable housing crisis, avoids bona fide TOD

29 June 2017

Rendition of southeast portion of Plaza Saltillo development, now under construction. Higher-density gentrification is replacing affordable housing and business locations under guise of “TOD”. (Graphic: Plaza Saltillo project via Austin Chronicle.)

Commentary by David Orr

David Orr, an Austin community activist involved with transportation issues, is a longtime environmental justice and transportation advocate.

Appropriate increases in density can be beneficial, but in the case of East Austin increasing density has become a major contributor to the expanding economic (and racial) segregation recognized by the Census Bureau and others as the worst in the U.S. Notably, the primary locus of the new construction is along the city’s only light railway commuter route (MetroRail), which uses abandoned the abandoned right-of-way (ROW) of a freight-rail spur into downtown.

Rapid changes in certain neighborhoods today are accelerated by rapid growth and massive investment in upscale development in and near downtown. What’s been billed as the tallest residential skyscraper between the east and west coasts is going up in downtown right now. East Austin is separated from downtown by I-35 which was built in that location to keep the black and Latino populations on “their” side of town. But downtown is hemmed in, and the real estate values are through the penthouse roof, so the Eastside is obviously the prime target for massive development.

The biggest redevelopment project in the city’s history is centered around a rail station (Plaza Saltillo) in a former railroad marshaling yard that for many decades has been surrounded by public housing, homes built in the 1920s and 30s, and funky old bars and auto mechanic shops. These are systematically being razed – entire city blocks every month or two – to make way for newly arrived, millennial code warriors who work downtown and want the dense urban streetlife environment. Small groceries, trendy bars and restaurants, and lots of parking garages for those shiny BMWs (“transit-oriented development”!) are going in block by block. From an environmental policy standpoint this is progress, as it will reduce auto commutes (not necessarily the number of trips) … but it’s mostly aimed at new residents moving in from places like Silicon Valley, with all that cash, and does little to address the need to increase densities in other areas near major employment centers.

For example, Apple’s huge complex is out in the boonies and not even on a bus route. But they have a huge parking garage that serves only their own staff. So much for Apple’s commitment to environmental concerns. There’s plenty of space around Apple’s complex for high-density development that could support transit, but so long as their well-paid staff drives in to work (and parks for free) and lives miles away in gated communities, there’s little incentive to the company to “think different” about their transportation situation.

In other parts of the city, especially in older neighborhoods, there is resistance to more density because folks want to maintain the quiet and quaint character of their ‘hoods. I appreciate that, especially in the case of Austin being one of the fastest-growing urban areas in the U.S., and the desire of folks to stay in their (often historic and) well-maintained homes.

Meanwhile there are large swaths of lower-cost, low-density land in the “old” sprawl zones that should be targeted for high-density redevelopment, but were leapfrogged by developers building upscale projects in the fast-disappearing ranch lands in nearby rural areas. These older urban fringe areas are disdained in part because they’re near lower-income neighborhoods that were middle-class subdivisions only 20 years ago, and in part because the employment centers were allowed to build in the hinterlands, leaving these low-density, affordable areas largely bereft of investor interest. At least there are still some areas where low-income people can still afford housing, even if it is half their monthly income.

Property taxes in Texas are high, especially in high-income counties like ours, as the state has no income tax and deals with funding for poor counties’ schools by taking from the rich counties (i.e. forcing them to raise property taxes to support other counties) and redistributing the wealth to those counties with low tax bases. Thus property taxes in our (relatively “wealthy”) county are high – even for poor people – exacerbating economic pressures to sell private homes (many of which are paid off and/or rented to low-income residents) for big redevelopment. We might call this a Texas-Style 21st-century Urban Renewal program (a.k.a. “Negro Removal,” as the old urban removal programs were known to activists of the mid-20th century).

What does all this mean for transit development? It means real estate interests aren’t interested in it because they’re focused on adding Lexus Lanes to area freeways to accommodate (in their minds) wealthy commuters and tourists going downtown.

In addition to auto-oriented development, the state and anti-transit activists have made it difficult to build light rail at all, much less in areas where it’s needed most, but where redevelopment investment is low. Dallas now has more miles of light rail than any urban area in the U.S., and the so-called “green” city of Austin has only one piddling DMU two-car commuter line that can carry only a few hundred riders per hour at peak time, often leaving riders standing at the station to wait for the next train (headway around 1/2 hour). Bus routes offer infrequent service in most areas if they’re served at all, and provide few direct connections to two new express routes billed as “bus rapid transit” (BRT) but which operate almost entirely in congested auto traffic lanes. The city just passed a $750 million bond issue that will benefit road projects but provides near-zero funding for transit improvements.

Bottom line: Austin’s reputation as an “innovative” city is belied by its failure to implement effective, bona fide transit-oriented development (TOD) projects in areas that are ripe for redevelopment and that don’t negatively impact the limited supply of affordable housing stock (disproportionately occupied by people of color). The injustice is not only economic and social, it’s environmental.

It’s a joke to think of Austin as progressive when you see developers dictating land use to the city, and the city addressing the affordability crisis by allowing these developers to avoid incorporating affordability into new projects even as they demolish existing affordable neighborhoods. The powers that be control the transit agency’s board, dictating policy to Capital Metro, ensuring the agency won’t put up a fuss or make “unreasonable” demands – such as pushing the city to require redevelopment of the older sprawl zones before permitting new sprawl. Austin lags far behind many other cities in terms of equitable, environmentally sensible transportation services, and it doesn’t look as if that’s going to change any time soon.

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City’s “Smart Corridor” Prop. 1 bond plan promising way more than it can deliver

29 September 2016
Graph shows disparity between funds budgeted in "Smart Corridors" bond package and projected actual cost of these projects. (Graph: ARN.)

Graph shows disparity between funds budgeted in “Smart Corridors” bond package and projected actual cost of these projects. (Graph: ARN.)

In past postings we’ve roundly criticized the City of Austin’s “Mobility Bond” plan as a “non-mobility” proposal – there’s no transit project, and two-thirds of the funds are allocated for makeovers (“smart corridors”) of existing arterials. (With $101 million of “Regional Mobility” projects – highways and other major roads in the region – plus $26 million of other street and road improvements, the total allocation for roads comes to $609 million, or about 85% of the total $720 million “Mobility Bond” package.)

Now, according to a Sep. 25th exposé by Austin American Statesman transportation reporter Ben Wear, the bond proposal (now designated Proposition 1) falls appalling short of even fulfilling the “Smart Corridors” projects that it’s promising to voters.
http://www.mystatesman.com/news/news/local/wear-austins-go-big-road-bond-not-big-enough-to-co/nsdkh/

The “Highlights” to Wear’s article pretty much say it all:

• The $720 million bond proposition’s greatest vulnerability is that it promises much more than it can deliver.

• The bond includes $482 million for corridor projects estimated to cost more than $1.56 billion.

As Wear elaborates:

The Austin City Council, when it passed an ordinance in August calling a $720 million bond election, was pretty specific about how $482 million of that money will be spent.

That slice of the money, the five-page law says, will pay for “implementation of corridor plans” for nine, or perhaps eight of nine, specific city streets: North and South Lamar, Burnet Road, Airport Boulevard, Martin Luther King Jr. Boulevard, East Riverside Drive, Guadalupe Street, William Cannon Drive “and/or” Slaughter Lane. It doesn’t say “partial implementation” or “implementation of some of the following roads.”

So a voter could be forgiven for thinking that $482 million will do it all.

It won’t.

Not even close.

While just $482 million has been budgeted, reports Wear, according to staff estimates, “The total tab for the seven corridors that have a completed or in-progress study … would be $1.56 billion ….” He concludes:

You get the picture: The corridor money will pay for something between a quarter and a third of what the studies are recommending. But which quarter or third? Which corridors? What type of changes?

In other words, voters would be “buying” a “pig in a poke” … only that’s not what they’ve been told.

In the assessment of longtime community transportation activist and researcher Roger Baker (who has contributed several articles to this site),

This makes it pretty clear that Adler’s bond package is essentially top-down, business as usual road politics. This as opposed to a cost-effective engineering solution to some well-defined transportation problem or approach. Austin can’t possibly pave its way out of congestion by raising property taxes, and a truly smart city wouldn’t try.

Curiously, a group (seemingly anonymous) has been posting large signs around the city opposing Proposition 1 and denouncing it as “deceptive” as well as “destructive”. Given the shenanigans that Ben Wear has revealed, this kind of sentiment may spread. ■