It’s not too often I attempt to write a justification for my existence, but here goes.
Few people in Austin are willing to talk about public transportation right now, which seems odd given the major developments in Connections 2025 (now branded “Cap Remap”) and Project Connect. This is a gap I’ve tried to fill with my new transit blog, the Austin Metro Journal.
Capital Metro’s board meetings draw a small cohort of regular critics, but they focus on individual service planning and customer service issues (“I don’t like the way y’all cut service to my neighborhood post office”) and thereby miss the bigger picture. I’d put Austin’s light rail boosters in the same camp. These folks have the best intentions, but they’re narrowly focused on building a specific transit technology.
On the flip side, you have Austin’s “urbanists” and policy wonks, comprised mostly of millennials and techies, who see public transit as a stepping-stone to a New Urbanist utopia complete with Vision Zero, universal cycle tracks, and—let’s be honest—Manhattan-like densities. Urbanists certainly value public transit, but it’s not their main focus. They care about transit insofar as it paves the way for their starry-eyed visions.
Westpark is a neighborhood like any other in Central Bakersfield. It’s filled with single-story ranch homes from the 50’s and 60’s; its streets are wide, clean, and lined with orderly parked cars; its lawns are neatly divided by fully matured palm trees.
But Westpark is a neighborhood under siege.
Over the past several years, city bulldozers sliced a wide, sterile arc directly through the heart of the neighborhood; they razed at least 300 homes and 120 businesses. And now, where the humble homesteads of hundreds of families and retirees once stood, there is nothing–just woodchips and orphaned cross-streets as far as the eye can see.
The city was clearing the way for a titanic construction project. It’s building a six-lane freeway, called the Centennial Corridor, that will someday wind its way through Westpark in a trench. But until the excavators get the go-ahead to carve out the highway’s sunken alignment, the land will sit barren, in a bizarre state of limbo.
On one foggy January morning, I took a childhood friend of mine to Westpark to document the neighborhood as it stands in 2018. Our plan was to meet up with a mutual friend of ours and take photos while getting some exercise. I told them we were exploring an “abandoned neighborhood,” but none of us was really prepared for the scene we came upon. Continue reading “Gone: Clearing the Path for California’s Last Freeway”
After months of analysis paralysis, Connections 2025, Capital Metro’s shiny new transit system, is almost here. I witnessed the board of directors approve the first set of service changes back in November. The new local bus network is slated to roll out in June 2018.
In the spirit of other transit network redesigns, Connections 2025 will transform Austin’s bus network from a collection of downtown-oriented radials to an intuitive, connected grid with vastly expanded frequent service. Capital Metro will become much more useful for non-commute trips; journeys not involving downtown will be much more convenient to take, while weekend service will be largely on par with weekday service.
At least, that’s the pitch. And if you’re a transit rider or public transit advocate, that all sounds like pretty good stuff. Austin clearly needs a new bus network; Capital Metro’s decades-old system is inconvenient and frustrating to use.
Feet-first into fire! This short essay was written in response to the 2016 Report of the One Hundred Year Study on Artificial Intelligence (AI100) for CS 343H, Artificial Intelligence Honors.
Although I am ostensibly a student of computer science, I am also an urban studies minor, transportation geek, and public transit advocate. Thus, the One Hundred Year Study is of special interest to me, and its analysis of urban transportation doubly so. Continue reading “A Murky Future for Self-Driving Cars”
I usually keep my writings on my personal blog and The Daily Texan separate, but I’ll make an exception here: this post is an addendum to my recent opinion column on sustainability and the UT campus map.
Here’s how I think the campus map should look like. I took the visitor map from the Parking and Transportation Services website and added the UT shuttle campus circulators and some suggested bicycling routes.
(I’m not a huge fan of the segregated bike lanes on Guadalupe and Dean Keeton, but they are depicted for posterity’s sake.)
If we want to claim the mantle of a sustainable campus, a map like this is just plain common sense.
Today, the media is awash with buzz about the inevitable arrival of autonomous automobiles, personal vehicles that could transport passengers under complete computer control. Writing for Forbes, David Galland predicts that ten million autonomous cars will be on American streets by 2020 (Galland). He expects the adoption of autonomous cars to have profound, transformative effects on our society, by “reducing the number of traffic accidents by upward of 90%,” offering new mobility options for seniors and people with disabilities, eliminating the need for expensive and scarce downtown parking, and “[banishing] the whole idea of rush hour … to the history books” (Galland). Ford plans to sell “true self-driving cars” without controls for human drivers such as pedals or steering wheels by 2021 (Isidore). Not to be left behind, US Senators Gary Peters and John Thune have announced they plan to introduce new legislation to foster the development of autonomous vehicles that will “[leave] room for innovators to reach their full potential” (“Joint Effort”). They believe that autonomous cars “have the potential to dramatically reduce the … lives lost on our roads and highways every year and fundamentally transform the way we get around” (“Joint Effort”).
But before we speculate on the long-term impacts of autonomous cars, and especially before we formulate sweeping national policies concerning them, we ought to consider just how soon they will become reality. There are difficult ethical, technical, and human interface challenges that the industry has not yet addressed and hard questions that our society has not yet answered. Should autonomous vehicles favor the survival of passengers or pedestrians in the event of an accident? How will we produce and maintain high-resolution maps of every road on which autonomous vehicles will be expected to operate? How will we keep passengers alert and prepared to retake control in the event of an emergency? We are not five years away from autonomous cars, as Ford claims, much less six months away from “full self-driving” Tesla vehicles, as CEO Elon Musk claims (@elonmusk). The barriers to designing safe and reliable autonomous cars are so massive that they will preclude their mainstream introduction for many decades, if not indefinitely. Continue reading “Self-Driving Cars: a Reality Check”
Modern commercial air travel is a miracle. Everyday, it whisks thousands of Americans across the country, connecting anywhere to anywhere within a few hours. It’s hard not to admire the mammoth international airport, processing and discharging a never-ending stream of travelers efficiently and comfortably. And it’s hard not to admire the technological marvel of the commercial airliner, soaring 30,000 feet above the ground at hundreds of miles an hour, gently and gracefully from takeoff to touchdown. Air travel, by the way, is the safest mode of transportation in existence.
Equally miraculous is the American free market, one of the few cornerstones of our democracy in which our faith has never been shaken. Unbridled competition has led to lower prices and more choices for consumers in every sector of the modern economy, and the airlines are no exception. Thanks to the Airline Deregulation Act of 1978, one of President Carter’s bolder initiatives, air travel today operates in an affordable and efficient free market. Since deregulation, fares have plummeted, the number of Americans flying has exploded, and dozens of airlines have taken to the skies to offer travelers more choices and innovative service.
Capital Metro’s ongoing Connections 2025 study promises to restructure Austin’s transit network to be more frequent, reliable, and efficient. It’s in the vein of other successful network redesigns, particularly the one in Houston last year. And as with any redesign, it’s been a lightning rod for controversy, as I observed first-hand in the November board meeting. Schoolchildren, those with disabilities, the elderly, and business owners pleaded with the board to reconsider changing their bus routes.
As I have previously noted, I think that 2025 is a mostly good plan. The results of other network restructurings like Houston’s have been astounding, and I’m excited at the prospect of similar opportunities for Austin. And given the archaic design of Capital Metro’s bus network, some sort of ground-up redesign was long overdue. Routes meander slowly in a hub-and-spoke pattern from suburbs to downtown. Service is duplicated, hurting efficiency. Headways are long and inconsistent, meaning a printed schedule is mandatory, even for a route used on a regular basis. To a rider, the whole thing is difficult to decipher and frustrating to use. Continue reading “2025: the Mistake Capital Metro Shouldn’t Make”
Good afternoon. My name is Ryan, and I am a UT undergraduate studying computer science, urban studies, and public transportation. I have followed the Connections 2025 system redesign with much interest. I think it’s a forward-thinking plan with good principles; but I am here today to share with you some concerns I have with the draft plan. Continue reading “A Speech I Gave at Today’s Capital Metro Board Meeting”