Austin: Support for “Plan B” urban rail in Guadalupe-Lamar corridor advances

Proposed design for dedicated light rail alignments, retaining 4 lanes of traffic, could resemble San Francisco's Muni Metro N-Judah light rail alignment in Judah St., seen here near 16th Ave. Photo: (copyright) Eric Haas.

Proposed design for dedicated light rail alignment in Austin’s Guadalupe-Lamar corridor, retaining 4 lanes of traffic, could resemble San Francisco’s Muni Metro N-Judah light rail alignment in Judah St., seen here near 16th Ave. Photo: (copyright) Eric Haas.

Austin, Texas — Community support is mounting to apply millions of dollars in available municipal funds to resume the decades-old planning for light rail transit (LRT) in the city’s Guadalupe-Lamar corridor, described in a recent Austin Rail Now (ARN) posting as Austin’s “most central north-south corridor, with by far the heaviest travel and congestion.”

Several possible route plans for LRT in the corridor have been suggested. As this blog reported in November, one of these, proposed by ARN, would stretch 6.8 miles, with a short link to the city’s developing Seaholm-Amtrak station site, for a capital cost of $586 million.(See map below.)


Annotated map of proposed Guadalupe-Lamar LRT line shows various major activity and population points served, as well as connection to Seaholm-Amtrak site. Map: Austin Rail Now.

Annotated map of proposed Guadalupe-Lamar LRT line shows various major activity and population points served, as well as connection to Seaholm-Amtrak site. Map: Austin Rail Now.


In a December posting, ARN presented a proposed design to install dedicated LRT tracks in North Lamar Blvd. and Guadalupe St., while retaining four lanes of traffic as well as sidewalks for pedestrians and bicycles. Modeled after San Francisco’s Muni Metro N-Judah LRT route in Judah St., the design shows how an effective LRT line could work within what is mostly an 80-foot-wide right-of-way. (See photo at top of this post and graphic of cross section below.)


Cross-section of proposed LRT line, showing dedicated track alignment, 4 lanes of traffic, clearances, and facilities for pedestrians and bicycles. Graphic: ARN.

Cross-section of proposed LRT line, showing dedicated track alignment, 4 lanes of traffic, clearances, and facilities for pedestrians and bicycles. Graphic: ARN.


Widespread community support for such an urban rail line in this high-traffic, dense central corridor is evident. The crucial task is to gain official cooperation. But, warns ARN in a posting earlier this month, despite this community backing, a long history of previous study of the corridor, and suggestions for route and design options, key local officials “seem to have been struck blind and deaf, oblivious to the obvious feasibility of LRT in the city’s most central and heavily used local corridor.”

On the other hand, a recent major overhaul in Austin’s local government, reorganizing how councilmembers are elected and installing entirely new representatives, may open the possibility that things will change. As ARN‘s article asks,

Will a new mayor and a new district-based 10-1 City Council provide an opportunity to scrap this modus operandi of failure and disaster, bring the community into authentic involvement in crucial decisions, and move forward with the first phase of LRT as a starter line in Guadalupe-Lamar?

This is a developing saga worth following… ■

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Austin: As urban rail vote fails, campaign for Plan B light rail rises

"Plan B" is a 6.8-mile light rail starter line route for Austin's most central inner-city local corridor. It was originally proposed as a more feasible alternative to the official "urban rail" plan, defeated on Nov. 4th. Map graphic: Austin Rail Now.

“Plan B” is a 6.8-mile light rail starter line route for Austin’s most central inner-city local corridor. It was originally proposed as a more feasible alternative to the official “urban rail” plan, defeated on Nov. 4th. Map graphic: Austin Rail Now.

Austin, Texas — In a somewhat astonishing victory, on November 4th the city’s most dedicated, experienced, and knowledgeable rail transit advocates — including leaders of the Light Rail Now Project — helped defeat an officially sponsored rail transit plan that they said would waste resources on a very weak route and actually set back rail transit development in the community. See: Austin: With flawed “urban rail” plan now on ballot, debate heats up.

Produced by a consortium of several public agencies called Project Connect, the official plan — designated “urban rail” but in fact deploying light rail transit (LRT) technology — proposed a 9.5-mile route connecting the declining Highland Mall shopping center on the city’s north side (also a site being developed as a new Austin Community College campus) to the East Riverside corridor in the southeast. While the proposal was projected to have an investment cost of $1.4 billion in 2020, Austin’s City Council placed a $600 million General Obligation bond measure on the ballot as the local share, in hopes that the remainder would be covered by federal grants and other undisclosed sources.

It was that bond measure that was defeated, by a 14-point margin, 57%-43% — a stunning triumph for opponents, outspent 2-to-1 by a powerful coalition of the core of Austin’s business and predominantly Democratic political leadership, who also managed to enlist the support of major environmental, liberal, New Urbanist, and other “progressive” leaders. But a coalition of transit advocates and many other community and neighborhood activists otherwise inclined to support rail transit vehemently opposed the plan, objecting to what many perceived as a scheme that ignored crucial mobility needs in deference to real estate development interests. Many community members also felt excluded from what was depicted as a “fraudulent” process that had engendered the proposal. See: The fraudulent “study” behind the misguided Highland-Riverside urban rail plan.

For analyses of the campaign and defeat of the Highland-Riverside rail plan, see:

Austin: Flawed urban rail plan defeated — Campaign for Guadalupe-Lamar light rail moves ahead

Lessons of the Austin rail bond defeat

Austin urban rail plan: Behind voters’ rejection

Austin urban rail vote fails, alternative light rail plan proposed


With Austin's most powerful business leadership, mass media, and Democratic Party-dominated political leadership arrayed against them, grassroots rail advocates, community activists, and neighborhood groups opposing the official "urban rail" proposition seemed to face overwhelming odds. Graphic via TheKnowNothingNerd.com.

With Austin’s most powerful business leadership, mass media, and Democratic Party-dominated political leadership arrayed against them, grassroots rail advocates, community activists, and neighborhood groups opposing the official “urban rail” proposition seemed to face overwhelming odds. Thus defeat of the official “urban rail” plan on Nov. 4th was an amazing upset. Graphic via TheKnowNothingNerd.com.


While the defeat of the City’s official plan might be seen as one step back, it could well lead to several steps forward in the form of a new “Plan B” LRT starter line in the central city’s heaviest-travel local corridor, potentially making far more sense to voters and attracting much broader support. This route, original proposed in the 1970s and intensively studied since the 1980s (and very narrowly defeated by less than 1% of voters in a 2000 regional referendum), follows the major arterials North Lamar and Guadalupe Street, serving increasing residential density and commercial activity in the corridor including the West Campus area adjacent to the University of Texas campus, with the third-highest residential density in Texas.

Various alternatives for a light rail starter line to serve this corridor are possible; one prominent example is a plan recently proposed by Austin Rail Now (ARN, a coalition of rail supporters including the Light Rail Now Project). As illustrated by the annotated map at the top of this post, this proposal envisions a 6.8-mile line, running from the North Lamar Transit Center (at U.S. 183) to the city’s Core Area (comprising the UT campus, Capitol Complex, and Central Business District). Along the way, it would provide a connection to the MetroRail diesel-multiple-unit-operated regional rail passenger service at the Crestview station (also a major development site), and important the Triangle multi-use development further south.

This plan also includes a branch stretching west to a new urban development site located at the former Seaholm electric power plant and current Amtrak intercity train station (at the western edge of the CBD). See: A “Plan B” proposal for a Guadalupe-Lamar alternative urban rail starter line.

With 17 stations and a fleet of 30 LRT railcars, ARN’s Plan B is designed to carry daily ridership of as many as 30,000 to 40,000 rider-trips — a figure derived from federally funded studies of the 2000 proposal, and roughly two to three times as much ridership as was likely for the now-defunct Highland-Riverside scheme. Yet, at a projected $586 million, and with no major civil works along the Guadalupe-Lamar corridor, it would have roughly half the investment cost, and an affordability likely to be more appealing to voters.

Furthermore, a cost-effective and financially doable starter line located in Austin’s centralmost and most heavily traveled inner-city local corridor could plausibly serve as the central axis or trunk of a far larger citywide LRT system, with lines branching into many other neighborhoods and outlying communities.


LRT in Austin's North Lamar and Guadalupe corridor could resemble Portland's Yellow Line on Interstate Avenue, shown here. Photo: Peter Ehrlich.

LRT in Austin’s North Lamar and Guadalupe corridor could resemble Portland’s Yellow Line on Interstate Avenue, shown here. Photo: Peter Ehrlich.


Supporters hope that this illustration of a Plan B LRT concept for Guadalupe-Lamar will provide a spark to re-kindle an official rail planning process that truly makes sense. Key to any plan for expansion of transit in Austin is acceptance of the need for re-allocating some street space — and traffic lanes — to dedicated transit use, and this policy is included in the proposal.

Most important, unlike the defeated urban rail proposal, a Plan B LRT on Guadalupe-Lamar seems to be an initiative that comes from the community itself. That’s an excellent ingredient for success. ■

Austin: With flawed “urban rail” plan now on ballot, debate heats up

Project Connect's 9.5-mile, $1.4 billion urban rail (light rail transit) proposal is opposed by the staunchest and most knowledgeable rail transit proponents in Austin. Map: Project Connect.

Project Connect’s 9.5-mile, $1.4 billion urban rail (light rail transit) proposal is opposed by the staunchest and most knowledgeable rail transit proponents in Austin. Map: Project Connect.

Austin, Texas — For months, this city’s staunchest and most knowledgeable rail transit advocates, including the Light Rail Now Project team, have been leading the criticism of an “urban rail” (light rail transit) plan being proposed by Project Connect, a consortium of several public entities, including the City of Austin, the Capital Metropolitan Transportation Authority (Capital Metro), and the Capital Area Metropolitan Planning Organization (CAMPO). A central focus of most of this criticism has been the fact that the proposed route fails to serve the city’s premier central corridor, identified as Guadalupe-Lamar because it follows two major arterial roadways by those names.

Project Connect’s route, a meandering 9.5-mile alignment now priced at roughly $1.4 billion (2020 dollars), instead seems to try to create a new corridor from a southeastern area known as the East Riverside corridor, across the Colorado River and north through the east side of the CBD, through the East Campus of the University of Texas, and through a somewhat convoluted connection to a declining shopping mall site, known as Highland Mall, now being transformed into a new Highland campus for Austin Community College (ACC). However, at a staggeringly high cost, the proposed line fails to solve critical mobility needs, misses the major local travel corridor of the central city (Guadalupe-Lamar), and misses the high-density West Campus neighborhood area.

Rail proponents also warn that, by “soaking up all the oxygen” (available financial resources), the project would seriously constrain further rail development and extensions throughout the city. Furthermore, the dubious urban rail plan (driven more by desires of real estate developers than by mobility needs) also seems linked to a plan to entrench the MetroRapid bus operation (portrayed as “bus rapid transit”) in the Guadalupe-Lamar corridor, where it would likely become a barrier to urban rail development there.

On June 26th, the Austin City Council designated the Project Connect plan as the city’s Locally Preferred Alternative (LPA), and on August 7th the Council authorized a ballot measure that asks voters to approve $600 million in general obligation bonds to pay for a local portion of the proposed urban rail project. The ballot language stipulates that bonds could only be issued if the City finds an additional $400 million in funding for an array of roadway projects, including roadwork on Interstate 35 running through the city.

The Austin Rail Now website (a project partly sponsored by Texas Association for Public Transportation and the Light Rail Now Project) has been a significant resource of information and analysis on Austin’s recent urban rail planning, including alternative plans as well as drawbacks of the official plan developed and recommended by Project Connect. Most of this material represents potentially useful guidance for other communities similarly involved in rail system planning. Listed below are just a few of the key major articles posted on the site that provide a better overview and insight into the forest of issues involved. ■

Project Connect planning problems

Project Connect’s “corridor” study — without corridors!

Surprise! Mayor and Project Connect select same routes they wanted in the first place

Questions for Project Connect

Memo to CCAG: “Pause” study or include “Lamar” sector

Project Connect Needs an Overhaul

What’s with Project Connect’s “2.9 million daily ridership” projection?

Will Project Connect continue to gag the public?

Science seems missing from Project Connect’s “scientific” transit planning

Project Connect’s urban rail forecasting methodology — Inflating ridership with “fudge factor”?

Reality Check: How plausible are Project Connect’s time/speed claims for Highland-Riverside urban rail plan?

Problems of Project Connect’s urban rail proposal

Dobbs: “Why are we squandering our best asset?”

Project Connect’s wasteful plan — Ultra-pricey urban rail “decoration” in the wrong route

Project Connect’s Austin urban rail would be 3rd-most-pricey LRT starter line in U.S. history

Project Connect’s urban rail plan “costs way too much to do too little”

Project Connect’s $500 million plan for bus infrastructure — The Elephant in the Road on Guadalupe-Lamar that could block urban rail

Project Connect’s urban rail plan is “worse than nothing”

Why Project Connect’s “Highland” urban rail would do nothing for I-35 congestion

Why Project Connect’s urban rail plan would remove just 1,800 cars a day — not 10,000

Project Connect’s gold-plated Austin urban rail plan shows planning process way off course

Three “incontrovertible facts” about urban rail proposals in Austin

Political issues of Project Connect plan

City Council to Central Austin: Drop Dead

City Council to Austin community: Shut Up

Baker: Connecting some dots on Austin’s urban rail planning

Official urban rail plan bulldozed to ballot — in bulging bundle

Guadalupe-Lamar alternative

An alternative Urban Rail plan

Give priority to “Missing Link”

Demographic maps show Lamar-Guadalupe trumps Mueller route for Urban Rail

Another alternative urban rail plan for Guadalupe-Lamar corridor

Guadalupe-Lamar urban rail line would serve 31% of all Austin jobs

How urban rail can be installed in the Guadalupe-Lamar corridor

Why the MetroRapid bus project currently is NOT an obstacle to urban rail in Guadalupe-Lamar

Contradicting local official claims, FTA says it “would consider request” for urban rail on North Lamar

West Campus is where the students are!

Austin’s 2000 light rail plan — Key documents detail costs, ridership of Lamar-Guadalupe-SoCo route