One of the problems we have, that comes from growth is so many places are having infrastructure work. Google are all over south Austin laying underground conduit for fiber optic cables, mostly though they are not the problem, apart from a half day here or there where the close off a lane.
The RapidBus dedicated lanes have caused some problems downtown, but slowly people have got used to not using the bus lanes, although you still see the occasional complete screw-up with cars stuck in the bus lane, usually turning into the lane too quickly to make a left or right turn, and then along comes the bus.
However, at least as noted before, what we have downtown is a really poor planning and implementation of the infrastructure work. As I said in this post back in January, This is another example of small city planning, big city desires. Lavaca St a core south/north route has now been effectively reduced to one lane for the most part of 18-months.
Google maps unfortunately has some gaps, but streetview shows last year, with a picture from this morning. I wrote to city planning today, but I’m guessing there will be some plausible reason.
The city needs to take control, there needs to be better coordination, less adhoc, private work, traffic lane planning and so on. I’d even have the city coordinate through the special events office to make sure that even temporary closure of roads to move cranes, scaffolding and other large construction materials in and out are coordinated. Finally, I’d implement a series of fines for companies that over run on repairs, irrespective of whom they are working for, or what the reason was.
Congestion has a very real financial impact, if Austin really wants to be a big city, it has to start acting like one.
April 2013 Before the chaos
April 2014 The bus lane goes in the roadworks start
Feb. 2014 Roadworks seriously overrunning
June 2014 – Clear for the summer when no one is around
Irrespective of f the rail bond passes today, this is where I’d be spending money in the next few years, make a serious attempt of creating an inclusive, flexible work hours business environment and it won’t cost $1.4 billion.
However, if you sit down and do the numbers, what you’ll see is apart from I35, which I’ll come back to in a later post, almost none of the roads are at or near capacity. What Austin has, in a commuter traffic problem. This matches exactly my anecdotal experiences.
I took this picture this morning after my run. The traffic wasn’t there at 7:15 a.m. an it was gone a 9:15 a.m. South 1st was blocked all the way from City Hall, to up past W Oltorf. I’m sure the same would have been true on North and South Lamar; South Congress, Mopac, I35, East Riverside et al.
This is key when it comes to today’s vote on the rail and road bond. If you vote for the bond, what you are in essence be approving is a route that is a hail mary pass where we have to see significant growth to give the trains any real passengers outside of commute time. Even at commute time it’s not entirely clear that the ridership will meet the targets that Project Connect have claimed will be achieved.
This is why route selection is vital. On Sunday I was cycling up on Parmer Lane. I had to stop where the Red Line aka Metrorail crosses Parmer just west of R620. As the train passed, I strained to see the passengers, there were none. Even if the current proposal passes, this is likely to be a regular scene, since for the most part, apart from the medical buildings, the train doesn’t go where anyone will want to go during the day, unless the growth comes with the train.
If the route doesn’t get the riders, isn’t seen as a viable benefit to the city for the cost, it is highly unlikely that other bonds will be approved off the back of what will be seen as another expensive rail project.
The route isn’t going to reduce congestion at commute time, it will simply encourage more growth and more sprawl. Julio Gonzalez Altamirano has a great summary of all the issues, but even he, along with both the proponents and critics have not discussed or talked about is the cultural issue of commuting at the same time.
Austin, Texas embodies an almost macho, work at all costs, be in early culture. It may not represent Texas, but it’s much worse here than almost anywhere else that I’ve worked(London, New York, Moscow, Berlin, Beijing). We are in the middle of the country, so we have timezone drift from both the east coast and the west coast. It’s not unusual to have calls at 7 a.m., meetings regularly start at 8 a.m. That has a massive impact on families, getting kids to school, getting to work.
Lately I’ve been tracking my commute times. I live in the central downtown and work in Round Rock, a 20-mile drive. I try to work at home Fridays, and every now and again I bike home from work and then the next day, bike back.
Over the past month, whenever I can I’ve been leaving my drive to work until after 9:30 a.m. I have been using the AUTOMATIC driving app for a year or so, it makes it easy to look at your driving, trips, times and speed etc.
Trying to get out of my road anytime after 7:30 a.m. gets difficult, the traffic is streaming 2-lanes north towards downtown. It stays that way until 9 a.m. or so. The reverse is true in the evening.
Getting through downtown, a distance of just 2-miles can add 8-minutes to my commute time. However, if I leave outside the peak commute times, I can easily make it to work in less than 30-minutes, because apart from the downtown commute there really isn’t any traffic, even on I35, unless you are coming south from Pfllugerville, Round Rock and further afield.
It would seem to me, tackling this wouldn’t be free, but encouraging flexible working would be a great start. Sure, lots of businesses like schools, restaurants and other service based organizations need to have set hours staffed, and can’t have everyone show up at 9:15, but even they can be more flexible at setting roster times.
Flexible working has a large number of direct benefits, but also avoids the roads becoming clogged up all the time, with the noise, smell and cost associated with that. Even if you could extend the commute by just 45-minutes it would significantly reduce the actual congestion.
For the individual, it comes with a load of benefits, with flexible work schedules, employers also get a significant benefit. But when it come down to it, flexible working is about trust. Are Austin businesses ready to trust and encourage employees? And are Austinites prepared to shift their schedules?
Irrespective of if the rail bond passes today, this is where I’d be spending money in the next few years, make a serious attempt of creating an inclusive, flexible work hours business environment and it won’t cost $1.4 billion.
Tomorrow is voting day for Texas and Austin, there is some excitement over the new 10 district system in Austin among the political classes, but not much among the voters. One of the big issues, at least for me and the general media has been the traffic, and more specifically congestion. Up for vote is Prop-1. a mixed rail and roads bond with a cost of $1.4 billion. It has become a total political football, although either way it is a win/win for the urbanists who either get rail and can pursue density; or don’t get rail and can use that to drive calls for faster and more density.
I’ve posted numerous times on the rail topic, but just lately I’ve been tracking my commute times. I live in the central downtown and work in Round Rock, a 20-mile drive. I try to work at home Fridays, and every now and again I bike home from work and then the next day, bike back.
What at least for me has become obvious over the last month, is that yes, Austin has heavy traffic from time to time, but really it doesn’t have a traffic problem, it has a commute problem.
I’ll tackle this topic in more detail in a number of short(er) follow on posts, which address both the problems but also some of my view how we could deal with the problem. They are in summary