Sharp cuts in federal transit funding have left Capital Metro with an
ever-increasing need to sell bonds in order to finance a light rail starter
line, at a time when voters appear extremely reluctant to approve new
indebtedness. In October, consultants advised Capital Metro on an alternative:
Upgrade 29 miles of the Austin & Northwestern Railway for passenger use
rather than ask for a public referendum on building a new light rail line. In
1985, Capital Metro paid $9 million for the Austin & Northwestern line,
which runs from Leander to East Austin, where it connects to downtown along
East Fifth Street. The transit agency faces the prospect of soon shelling out
up to $110 million to repair the line for continued freight hauling. For $40
million more, it could upgrade the line to carry passengers on diesel- or
natural-gas-powered “rail buses.” These are similar to electric light rail
vehicles in appearance, but do not require the more expensive infrastructure
needed for electrical power.
A big disadvantage is that the Austin & Northwestern is not a direct route
to downtown, UT, or the new Bergstrom Airport, like the previously planned
24-mile light rail starter line. According to Jim Robertson, Capital Metro’s
Manager for Long Range Development, frequent small buses or vans would
“rapid-fire” passengers to UT or downtown from a train transfer station in
north central Austin. There would be similar connections to Bergstrom and to
park-and-ride lots for southern commuters on south
I-35. A major advantage
is that the rail corridor passes through the heart of the Williamson County
area where half of future metropolitan growth is predicted to take place. And
converting the line to transit would cost only a third of the estimated $450
million needed to construct a light rail starter line. Capital Metro would be
able to finance the conversion out of current revenue, without issuing bonds,
though voters might eventually be asked to approve up to $430 million in bonds
to build two connecting light rail lines.
Robertson says that even without the connecting light rail lines, the
Northwestern passenger rail conversion is a good deal: “You provide
opportunities for reverse commuting of people in lower income groups of East
Austin to good jobs in the northwest, as well as providing opportunity for
people in the northwest to get to UT and jobs downtown.” The Austin &
Northwestern also runs close to Mueller Airport, and future high-density or
mixed-use redevelopment there could provide a third major activity center on
the line, adds Robertson. The transit agency will probably launch a campaign
for public involvement in the Austin & Northwestern plan in January. If the
Capital Metro board approves the plan in 1996, passenger service could begin by
2000.
Capital Metro is also participating in a study of a regional commuter rail
line extending from Round Rock to San Antonio. It would follow the MoPac rail
line through Austin, with light rail connections to downtown and Bergstrom. ATS
officials appear to be strongly in favor of the idea, and are scheduled to meet
with their San Antonio counterparts on March 27 to discuss this, along with
construction of a freeway bypass to I-35 in the MoKan corridor east of Austin.
— N.E.
This article appears in December 22 • 1995 and December 22 • 1995 (Cover).