Project Connect, the government group responsible for proposing big ideas for the future of Austin transit, has unveiled their latest vision (shown below). I haven’t dug into the details as much as I will over the coming months but from 10,000 feet, I’m impressed. Their analysis confirms that water is wet, the sky is blue, and the three corridors where light rail makes sense are Guadalupe/Lamar, East Riverside, and South Congress, with Guadalupe/Lamar being the very best. Additionally, the analysis identifies two more high-quality transit routes (South Lamar and Manor) where great bus service could work well and one medium-quality transit route (ACC Highland via UT campus and Red River) where pretty darn good bus service is possible. There’s also an interesting thought for a future connection to the Domain.
Although I haven’t done an extensive survey of transit advocates in Austin, most of the talk I’ve seen about this plan has been extremely psyched. This isn’t just one expensive but low-ridership rail route for the point of having rail, but a system of interlocking lines that make sense with one another. The plan may not be perfect but it does look very good.
So why mention Cap Metro CEO Randy Clarke?
Astute observers may have noted a difference between my description of the Project Connect system and the map they released: I referred to three lines as being designated for light rail, whereas the Project Connect map refers to them as being “high ridership and cost.” Project Connect staff had mapped what mode (i.e. bus vs rail) makes sense for each corridor but CapMetro CEO Randy Clarke asked them to hold off on including it in their Phase Two report. Project Connect has set up Randy Clarke with a perfect softball pitch: come in to a new city and put a stamp on the most ambitious long-term plan to create a city with first-class transit. The question is: why is he not swinging?
Don’t gaslight us, Randy!
I’m still recovering from a bitter campaign on Austin’s last transit proposal, Proposition 1 in 2014. I rely on transit to get anywhere outside my immediate walking radius so it was extremely difficult to make my debut in local politics by opposing a major transit plan. But it was something I felt I had to do and to this day, I resent the fact that staff placed transit advocates in that position. It wasn’t just that most of the advocates had come to a different conclusion than the planners about route choices. I actually felt like through the course of the route selection process I was being gaslighted. I dug deeper into the 2014 route choice model than I ever wanted to. Every time I found a bizarre choice, I was told that no, the sky has always been red and it makes perfect sense to, say, assume students would be as likely to walk more than a mile from their home to a train station as they would be likely to walk half a mile. Or that it makes perfect sense to count potential homes as twice as important to ridership than actual existing homes.
When I look at this latest Project Connect map, I feel not only excitement for Austin’s future but a definite sense of relief and vindication for having argued that the sky was blue. Project Connect has confirmed that the non-professionals like myself who were skeptical of the 2014 process shared the same thought process with many professionals in the industry. That while some folks called myself and friends “transit trolls” and literally told us to “shut up” and listen to the experts, I wasn’t being naive to question, say, whether tunneling underneath the Hancock Center was really the best use of scarce transit funds. (It was then and remains a bad idea.) The conclusions that the professionals have drawn this time around are completely in line with the conclusions the amateur advocates drew last time and a fairly sharp repudiation of the 2014 proposal. But this sense of relief isn’t unlimited. The longer that any part of the Project Connect effort — staff or leadership — go without being willing to state obvious facts, the more that I worry that this effort, like the last one, will be derailed by bad choices.
Are autonomous vehicles the answer?
So reading Randy Clarke say things like: “We are not that far along from having maybe a (bus rapid transit) type of system that is autonomous, connected and electric that in a lot of ways may meet a lot of the desires and outcomes that modern-day (light rail transit) delivers because you may be able to connect two, three or four vehicles and separate them in a much different way, similar to how light rail system works today but with a lot less cost structure,” I get nervous.
Of course, driverless vehicles that connect multiple cars and carry a lot of people have existed for decades. Here’s one in Vancouver:
Driverless cars/autonomous vehicles in Vancouver already carry significant percentage of travelers around the city. pic.twitter.com/wvdxwHk86V
— Dan Keshet🚶 (@DanKeshet) March 29, 2018
And if it’s true that radical new technologies change the cost equation at some point in the future then by all means nobody thinks we should ignore that. But for the sake of the collective sanity and confidence of Austin transportation advocates, Project Connect should come out and say “Barring anything paradigm-changing, these three routes are ripe for rail and the others should use some combination of enhanced bus measures.”