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Coronavirus and the Census

Oh, man, does this have the potential to be devastating.

In some corners of the state, the meticulous planning spanned more than two years.

Detailed maps of Texas communities were pored over. A ground game to knock on doors was worked out, and plans for educational meetings and seminars were set. It was all in service of getting the high-stakes, once-a-decade census of everyone living in the state right.

Then came the coronavirus.

Now, with the count already underway, the contingent of local government employees, service providers and volunteers who had been working to breach the gap left when state officials decided not to fund any census outreach work are scrambling to figure out how to urge Texans to respond to the census amid a pandemic that’s forcing everyone to keep their distance.

The constitutionally mandated count that began in Texas last week is supposed to wrap up by July. While the U.S. Census Bureau has said it’s monitoring the evolving coronavirus situation, it has not changed its deadlines so far, leaving communities to press forward with their efforts to get everyone counted by the summer.

But the pandemic is making what was already a hard-to-count state that much tougher to enumerate and further raising the stakes for the Texans — residents who don’t speak English, people living in poverty and immigrants, to name a few — who were already at the highest risk of being missed.

“From the beginning, we identified this as a ground game. The more people we could physically talk to, the better,” said Margaret Wallace Brown, a planning and development director for the city of Houston who has been leading the community’s census outreach efforts. “We were shaking hands and kissing babies. Well, those two things are not doable right now, so how do we replace that with another ‘high-touch’ circumstance that will convey the message as compelling as a face-to-face conversation?”

I don’t know the answer to that question, but it’s one of many that everyone who wants to get an accurate Census count must try to answer. But as the federal government is grappling with many coronavirus-related questions, it also needs to keep in mind that the currently-mandated deadlines may be meaningless, and adjust accordingly. If that means redistricting, and ultimately the 2022 primaries, need to get pushed back a few months, as they were in 2012 due to litigation, then so be it. Getting the count as accurate as we can is the top priority. Everything else is subservient to that. Mother Jones has more.

Here come the shelter-in-place orders

The shutdowns are getting shut-down-ier.

Be like Hank, except inside

Many of Texas’ biggest cities and counties are ordering residents to shelter in place whenever possible.

San Antonio Mayor Ron Nirenberg and Bexar County Judge Nelson Wolff on Monday evening ordered residents to stay in their homes as the state grapples with the rapid spread of the novel coronavirus. The move came one day after Dallas County issued a similar order. Meanwhile, the Austin City Council and Travis County will team up Tuesday to issue a stay-at-home decree, Austin Mayor Steve Adler told The Texas Tribune on Monday. And Fort Worth city officials said Mayor Betsy Price and Tarrant County Judge Glen Whitley will do the same at a Tuesday morning press conference.

By lunchtime Tuesday, residents in at least four of the state’s five biggest cities are expected to be under such orders. The only possible holdout is Houston, the state’s most populous city, which hasn’t publicly announced any plans. But the Houston Chronicle has reported Harris County officials began drafting a shelter-in-place order over the weekend.

“Our message is simple: You must stay at home,” Nirenberg said at a press conference in San Antonio on Monday evening. “The best way to reduce the spread of the coronavirus is through strict social distancing.”

San Antonio’s “Stay Home, Work Safe” order is effective 11:59 p.m. Tuesday through 11:59 p.m. April 9.

You can add in Galveston County and some other places as well. If Greg Abbott isn’t going to do it, then it looks like everyone else will. As for Houston, here’s that Chron story:

Harris County officials over the weekend began drafting an order to place further restrictions on public activity in order to curb the spread of the novel coronavirus, according to sources with direct knowledge of the discussions.

Doctors and health experts across the country have said such orders are necessary to prevent COVID-19 from spreading so rapidly that it overwhelms the nation’s health care system. Texas Medical Center president and CEO William McKeon said Monday morning the presidents of TMC hospitals and other institutions were “unanimous in our strong recommendation to move to shelter in place.”

[…]

Harris County Judge Lina Hidalgo said at a news conference Monday morning “it may be that we issue a stay-at-home order or something of the sort.” She said county officials are still assessing whether to do so, and seeking the advice of other local leaders including Houston Mayor Sylvester Turner.

Judge Hidalgo and Mayor Turner are holding a joint press conference with local health leaders this morning “for a COVID-19 related announcement”, which sure sounds like the prelude to a shelter-in-place announcement, but we’ll see.

What this means is that most businesses are ordered to shutter, minus “essential services” like grocery stores, pharmacies, and of course health care facilities. You’re either working from home, or you’re on a break, likely for two weeks initially (what Bexar County ordered), though it could get extended. You can go outside to exercise as long as you maintain social distancing, and there may be civil enforcement for violations. I’m making some assumptions here – who knows, maybe Judge Hidalgo and Mayor Turner have something else to say, though I can hardly imagine what it could be – but this is what we have seen in cities that have already gone down this road. So, on the likelihood that this is what’s in store, get ready to hunker down a little harder. It’s what everyone thinks is our best hope right now.

UPDATE: The shelter in place order for Harris County is now in effect, effective tonight at midnight through April 3.

The robot nurse

We are living in the future, for better and for worse.

https://www.instagram.com/p/B01H56Fn8_0/

A friendly one-armed, bright-eyed robot is roving the hallways of Medical City Dallas’ Heart and Spine hospitals, helping nurses with routine tasks that previously took time away from patient care.

Nicknamed Moxi and regarded as one of the staff, the robot is equipped with sensors to help it navigate, and even anticipate people’s movements, as it travels across hospital floors. Medical City Dallas partnered last fall with Austin-based artificial intelligence firm Diligent Robotics Inc. to become the first North Texas hospital to employ a robot full time in a clinical setting.

“When we were opening up the hospital back in October, one of the things we wanted to really focus on was being an innovation center and bringing new technology to the health care setting,” Medical City Chief Operating Officer Josh Kemph told The Dallas Morning News.

When a nurse is interacting with it in a way that would normally trigger an error message, Moxi instead emits pleasant beeps and chirps to notify them. Some patients even have their own names for the assistant, which has its own Instagram account run by Diligent.

But Moxi is so much more than just a pretty face.

Texas will face a shortage of more than 71,000 nurses by 2030, according to the Texas Health and Human Services Commission. And with the demand for nurses expected to only continue increasing, Medical City Dallas director of surgical and procedural services Stefanie Beavers says she hopes it will also make it easier for the hospital’s existing workforce to optimize their day-to-day work.

“This really offers health care facilities an opportunity for the nursing workforce to focus on patient care and be directly at the bedside versus taking them away, and allowing their time to be truly dedicated to patient care tasks,” Beavers said.

It never crosses the threshold into patient care, instead delivering things like blood samples back and forth to a lab and updating patients’ medical records instantaneously for hospital staff.

“She’s really meant to be a team member that’s supporting you in the background,” Beavers said.

For now, at least, Moxie is a modern version of the FBI mail robot, which does simple drudge work like delivering specimens and allowing the human nurses to do more important things. It’s also a lot cheaper to employ than human nurses, or human nurses’ aides, and in the way of driverless cars, it’s just a matter of time before they have the capability to cross that threshold into patient care. That may be 20 or 30 years down the line, but it’s out there somewhere. I just hope we can have a productive conversation about what that will mean for the rest of us before it happens.

The people who oppose the high speed rail line still oppose the high speed rail line

In case you were wondering.

In the same room where many mobilized against the proposed Trans-Texas Corridor freeway project 15 years ago, critics of a proposed Houston-to-Dallas bullet train promised to shoot that down, too. No matter how long that takes.

“Unfortunately, we are five years in and I can see five more years,” said Kyle Workman, president of Texans Against High-Speed Rail.

At a Wednesday night town hall organized by the group and attended by local and state officials along with U.S. Rep. Kevin Brady, R-The Woodlands, elected leaders promised the crowd a fight starting in Washington, where regulators are expected to release safety requirements for high-speed trains and consider whether the Texas Central project is a federally-recognized railroad.

“After we stop them again in Washington, this battle shifts back to Texas,” Brady told the crowd of landowners, mostly from Grimes, Montgomery, Waller, Harris and Madison counties.

[…]

In a statement, Texas Central said it remains committed to the project, noting the support of more than 100 groups and organizations.

“It is not surprising that those few detractors would also attempt to be vocal as progress is being made,” the company said.

I don’t think anything has changed recently. Either Texas Central can get to a point in their construction where they’re basically unstoppable, or the opposition may be able to put up a roadblock they can’t overcome. At this point it looks like they may have to survive one more legislative session, and who knows where that may go. I think as long as the US House stays Democratic it’s fairly unlikely that such an obstacle will come from there, as the Democrats from Houston and D/FW are not going to support anything to kill this. The courts remain a wild, but they may also be too slow-moving to be a factor. One way or another, the race is until construction really gets started.

Our slowing population growth

Noted for the record.

Texas remains one of the fastest growing states in the U.S., but a report published by the Dallas Federal Reserve Bank showed a significant reduction in the number of people moving to Texas since 2015. That’s left employers — who are already having a difficult time finding workers amid historically low unemployment rates — in an even tougher position.

Since 2016, the share of population growth in Texas from people moving to the state is half of what it was previously. Each of Texas’ four largest metro areas — Houston, San Antonio, Austin and Dallas — has experienced a reduction in domestic migration and overall population growth.

“We’ve seen really good growth, and yet we’re seeing slowing of migration — and that’s not because we’re less attractive. It’s because outside of Texas, things are also very good,” said Keith Phillips, senior economist at the San Antonio branch of the Dallas Federal Reserve.

In other words, the so-called Texas Miracle — the state’s unrivaled ability to create jobs and economic opportunity — now has rivals. Nationwide, most workers can find jobs if they want them, making a cross-country move to Texas in search of a paycheck less appealing.

In the five years from July 1, 2010, through July 1, 2015, Texas saw more than 138,000 people on average move to the state each year from elsewhere in the country. But from July 2015 to July 2018, Texas added just under 96,000 people each year from domestic migration — a 31 percent annual drop, according to the U.S. Census Bureau.

[…]

Some industries — such as information technology — have a harder time finding workers than others.

David Heard, CEO of TechBloc, the San Antonio technology industry group, said the city has had difficulty standing out to potential workers among cities across the nation with promising tech industries, such as Nashville, Tenn., or Columbus, Ohio.

With tech workers in demand in metro areas across the nation, the decision often comes down to which city offers the best quality of life, Heard said.

“These people tend to get paid well,” he said. “Wherever they go, they’re in demand, so the issue is about how being competitive on salary and having job availability often aren’t what charge their decision. It really comes down to lifestyle issues.”

Most cities looking to attract tech workers and other “creatives” have been following the same gospel — investing in public and cultural amenities such as lush parks and concert halls to lure talent — for nearly two decades. The slowdown in migration to Texas makes the challenges for tech companies even more daunting.

The Dallas Fed projects that around 90,500 Americans will migrate to Texas from elsewhere in the country in 2019. That tops the 82,500 people who migrated to Texas last year, but it’s down from the years following the Great Recession, when 123,000 people on average came to the state annually.

“Domestic migration is usually an indication of employment opportunities or a lack thereof,” Lloyd Potter, Texas’ state demographer, said. “Essentially, it’s an indicator of a slowdown of at least one sector of the economy … The confusing aspect of it is that we have very low unemployment.”

Potter said the decline in people moving to Texas is difficult to parse because of the differing regional economies across the state.

We’ve talked about some of this before, in the context of Houston’s slowing population growth and the Latino population growth engine that keeps our state moving forward. I think it’s unlikely that these trends will continue over the longer term, but it’s always worth keeping an eye on this stuff and thinking about what underlying causes there may be. And it’s another reminder that a complete and accurate Census count is vital, because otherwise we’re just guessing. Sure would be a bad idea to let the Trump administration screw that up.

The Houston Roughnecks

Meet your new XFL team.

When the XFL kicks off in February, the Houston team will be known as the Houston Roughnecks.

The XFL unveiled team names and logos for all eight teams in the league Wednesday.

The Houston Roughnecks logo is a bit reminiscent of the old Houston Oilers with an oil derrick featured prominently. The team opted to go away from the Oilers’ Columbia blue though, and went with a more Texans-like red and blue.

[…]

The Roughnecks will be coached by June Jones, who was an NFL head coach with the Falcons and Chargers as well as an assistant for the Houston Oilers and Houston Gamblers. The team will play at the University of Houston’s TDECU Stadium. Season tickets are available here.

See here for the background. There are eight teams, including one in Dallas, and each city with the exception of Saint Louis has an existing NFl team. (A sore subject in St. Louis, that.) I dunno what the market for not-NFL football outside of the usual football season is – the last league to try it didn’t make it till the end of their first season – but we’ll see. I’m all about basketball and spring training by then, but your mileage may vary. Texas Monthly and the Press have more.

Uber’s vision for the future

I feel like this is more wishcasting than real planning. Still, some of it may happen, and if nothing else we should be aware of what it’s all about.

When Uber envisions the future, it not only wants to put urban air taxis and drones in the skies. It also wants to transform how people navigate cities and how they live in them.

Uber CEO Dara Khosrowshahi said the San Francisco-based tech company wants to turn today’s cities that are getting denser and more polluted into “cities of the future that are fundamentally green and built for people.” To do that, he said, cities need transportation options that range from cruising down the street on an electric scooter to commuting through the skies.

“We want not just to be the Amazon of transportation but also the Google of transportation,” he said.

One of the first places Uber wants that to play out is Dallas-Fort Worth: It’s one of the first three markets for Uber Elevate, an initiative to launch the aerial ride-sharing service.

[…]

Uber gave a progress report and made splashy announcements at its third annual Uber Elevate Summit. It announced the first international market for the air service: Melbourne, Australia. It revealed that Uber Eats is working with McDonald’s to deliver Big Macs and fries by drone. It touted the progress of six aviation companies that are designing the aircraft. And it dived into specifics, such as economics, safety and FAA-required certification. It showed off its different modes of transportation, from its new self-driving Volvo SUV to electric scooters.

Through splashy presentations and showroom floor exhibits, Uber and its business partners tried to build the case that urban air taxi service is not a far-fetched idea but one that’s coming to fruition.

Uber went public in May. The tech giant’s growth has been fueled by venture capital, but it is spending billions of dollars and has yet to turn a profit. That hasn’t slowed development of its aerial ride-sharing service. It expects to start flight demonstrations next year and launch commercial service in a few cities, including Dallas, in 2023. Eventually, it wants the urban air taxis to become autonomous.

Mark Moore, Uber’s director of engineering for vehicle systems, said he’s already seen some of the aircraft take flight. He declined to name the companies that are flight testing, saying they’re keeping quiet for competitive reasons.

“It’s incredibly impressive,” he said. “They’re nothing like helicopters.”

We first heard of Uber Elevate back in 2017. They had a goal at that time of rolling out a demo in 2020, so as far as their public pronouncements go, they’re on schedule. There re other operators in this space, one at Texas A&M that is working on flying motorcycles, with a test date of 2020, and a different kind of flying vehicle, based on battery power, that is farther away from reality. Beyond those two, we’ll just have to take Uber at their word that there are other companies testing prototypes now.

The challenges are not just technical.

Moore said the next four years will focus on demonstrations that “prove out the safety, noise and performance” of the vehicles.

In 2023, he said it will launch to paying customers in Dallas — but with a limited number of vehicles and limited operations. He said he expects five aircraft per manufacturer at launch. That will grow to about 50 per manufacturer in 2024. But, he said, some manufacturers may not be ready in time.

In Dallas, the average trip is expected to be 20 to 25 miles, Moore said.

But one of the major questions is whether Uber can win over regulators and the public. Unlike other tech innovations, early adopters won’t just use a new kind of technology. They’ll fly in public, so that affects the people driving, walking or living on the ground below, whether or not they choose to opt in.

[…]

“Uber is obsessed with making these vehicles as quiet as possible,” he said.

The Federal Aviation Administration’s acting administrator, Dan Elwell, said he’s enthusiastic about urban air taxis but acknowledged that their development gives him more to worry about.

“Everyone is riveted by this, especially me, but then I put on my FAA regulator hat and I got a whole new bucket of stuff to lose sleep over,” he said in a speech at the summit. “What you see is the ideal way to transporting people across cities. When I look at it, I see car-sized vehicles with multiple rotors hanging over dense urban populations.”

All that was discussed in the first Uber Elevate link I posted above. Noise is also a concern – much is done to abate highway noise for residences, but the only way to do that for aerial vehicles is to make the vehicles themselves as quiet as possible. How t ameliorate the “death from above” concerns, well, that’s going to be a key question. All this from a company that burns money faster than 747s burn jet fuel. I’ll keep an eye on this, but don’t be surprised if the next major update is that the timelines have been pushed back.

The real goal of SB2

Let’s take a look at the quotes from the supporters of SB2, the new law that will impose revenue caps on all Texas cities, to see what they say about it.

“They’re going to have to start looking at spending this money like it was their own and not somebody else’s money,” said the bill’s sponsor Sen. Paul Bettencourt, R-Houston. “And they’re going to have to look at priorities.”

[…]

But Ellen Troxclair, senior fellow at the Texas Public Policy Foundation and former Austin City Council Member, said those dire warnings imply a city has no control over its spending.

The reason this bill was one of legislators’ top priorities this year, Troxclair said, is because Texans are frustrated by rising taxes, and if it forces cities to rethink their spending, that’s a positive.

“The bottom line of SB 2 is it brings the rate at which cities are spending money more in line with the people’s ability to pay,” Troxclair said. “I hope that what the cities do is hear the pleas from citizens who elected them to make more responsible decisions when it comes to spending.”

Troxclair added that the bill doesn’t stop cities from going to taxpayers and asking to raise their taxes above 3.5 percent if officials deem it necessary.

[…]

Austin and San Antonio, which both have the highest credit rating of AAA, are also concerned that the caps will have an effect on their ability to borrow. The nation’s three major credit rating agencies have warned that the caps could have a negative impact.

Bettencourt and Troxclair, however, dismissed those concerns, saying that as long as cities are being fiscally responsible, credit rating agencies will have no reason to dock their scores. Bettencourt added that SB 2 doesn’t affect the debt portion of the tax rate, which are set by bond elections.

SB2 was sold as a way of reining in property taxes, to provide savings to homeowners. (Renters are on their own, the Republicans don’t care about them.) But no honest broker actually believes there will be any real savings. Literally no one is going to review their household expenses at the end of a year and say “thank goodness for that revenue cap, it saved us so much money”. Just look at the Houston experience, in which the typical reduction in taxes is less than $100 per year, while the city has been starved of revenue. The whole point of this exercise to to constrain cities’ ability to prioritize its spending needs, because with a revenue cap property tax reduction, no matter how trivial, always comes first. Paul Bettencourt and his cronies want cities to spend less. If that means laying off employees, if it means deferring maintenance and repairs, if it means not offering new services to meet the needs of a changing and growing population, that’s too bad. Or not bad at all, from his perspective, because what does he care about any of that? He wants government at all levels to spend less – more specifically, to spend less on things he doesn’t like – and SB2 will help accomplish that goal. Mission accomplished.

The case for a second MLB team in the Metroplex

It’s an interesting argument, with a lot of aspects to it.

[T]he 2019 Street & Smith Baseball Yearbook contains an article (“Where to Next?” by G. Scott Thomas) rating the top 20 metro areas [for potential MLB expansion]. More than 100 reporters and editors filled out a report card (using grades from A to F) for each contender. In ranking order, the results are: Montreal, Portland, Nashville, Charlotte, Las Vegas, San Antonio, Vancouver, Raleigh-Durham, Mexico City, Austin, Monterrey, San Juan, New Orleans, Indianapolis, New Jersey (i.e., North Jersey), Havana, Sacramento, Columbus, Orlando, and San Bernardino. I was a bit surprised to see Nashville rank so highly, but otherwise the top 10 more or less line up with the favored locales of other pundits.

One viable metro area is missing from the list, however. That’s might be because it already has one team. I refer here to Dallas-Fort Worth, the Metroplex, or simply North Texas as it is increasingly referred to. Just as the Southern California conurbation eventually evolved into SoCal in popular discourse, North Texas will likely progress to NorTex (admittedly, it sounds like a public utility or a petroleum corporation) in the near future. Remember, you heard it here first.

Now it might seem unfair if not downright bigamous to bestow a second team on a metro area when so many other suitors are out there. On the other hand, such fairness was not a factor when Los Angeles and New York were awarded franchises in the first round of expansion. But a realistic case could be made for those teams then. The same is true for a potential NorTex franchise now.

First of all, did you know that NorTex is the largest market in the US with only one team? Yep, it’s true. One smaller metro area, San Francisco-Oakland (4,728,484 as of 2018) has two teams, though in past years some have opined that is one team too many. If the A’s can’t find a new home in the East Bay, they may be proved right. At any rate, the Bay Area has roughly 2.8 million people fewer than NorTex does, and has had two teams for more than half a century.

NorTex has 7,539,711 people according to a 2018 estimate (way up from 2,424,131 in 1970, two years before the Rangers hit town). That’s good for fourth place in the metro area population sweepstakes. Of course, New York and LA lead the pack and are not within striking distance. But third-place Chicago has “only” 9,498,716 people.

More important, however, are the metropolitan growth rates. NorTex has grown 17.33 percent since the 2010 census. Chicago is virtually stagnant with a growth rate of just 0.4 percent. This is not only much lower than DFW, it is lower than any of the other top 25 metro areas, including such renowned meltdown towns as Detroit and St. Louis. You have to go all the way down to Pittsburgh (No. 27 metro) to find a lower growth rate – in fact a negative rate of -1.34 percent. (The only other major league metro area in the red is Cleveland at -0.97 percent.)

You don’t have to be a math wizard to see that NorTex will likely surpass Chicago for third place within the lifetimes of many if not most of the people reading this article. As Bob Dylan once sang, “You don’t need a weathervane to see which way the wind blows.”

It’s a good read, so check it out. Obviously, MLB has to be in expansion mode for any of this to be a possibility. My guess is that when the expansion to 32 teams comes around, D/FW will not be on the short list, but if and when 36 teams are the target, it will be. How long that may take, I have no idea, but however long it takes I’d bet D/FW will still be in the picture.

How good a stepping stone is Mayor of Dallas?

Stephen Young notes that being Mayor of Dallas has not been particularly helpful to others’ ambitions.

Rep. Eric Johnson

If he’s anything, Dallas mayor-elect Eric Johnson is an ambitious guy. He’s got degrees from Harvard, Princeton and the University of Pennsylvania, and took his seat in the Texas House of Representatives before turning 40. In the legislature, he’s sought out high-profile fights, sparring over things like criminal justice reform, gentrification and corruption in municipal politics. The resume that Johnson’s put together is almost too perfect for someone who aspires to hold higher state or federal office.

That’s what makes his current position so interesting. Saturday night, Johnson won the keys to one of the most useless big-deal jobs in the United States. Dallas’ mayor is, essentially, just an at-large member of the City Council. He or she gets to run the council’s meetings and can place an item on the council agenda if he or she wishes to do so, but the city manager draws up the city’s budget and has all the real power. Johnson has long been at the top of the list whenever people talk about potential replacements for longtime Dallas U.S. Rep. Eddie Bernice Johnson, but one has to wonder if that’s changed, given the mayor’s office’s challenges and history.

To find a former Dallas mayor who sought and won higher office after leaving city hall, one has to look at the way back to Earle Cabell, who resigned as mayor in February 1964 to run for Congress against incumbent Republican Bruce Alger. Since Cabell’s successful campaign, former mayors Wes Wise, Ron Kirk and Tom Leppert have all run unsuccessful campaigns for the U.S. House or Senate. Laura Miller, Kirk’s successor, couldn’t even win a Dallas City Council race 12 years after leaving office, getting trounced by incumbent Jennifer Staubach Gates in May.

I noted when Mayor-elect Johnson won the runoff that he was a politician with ambitions. Does this mean those ambitions are doomed? I don’t think so. I can’t speak to Wes Wise’s experience, but Ron Kirk ran for Senate as a Democrat in 2002, while Tom Leppert joined a primary that already had David Dewhurst and Ted Cruz. I wouldn’t extrapolate much from that.

I’d say three things will matter. One, does a good opportunity come along at a good time? I’d suggested Johnson might want to run statewide, but Young notes he has had his eye on Rep. Eddie Berniece Johnson’s CD30 seat. Maybe the timing will work for one of those options, and maybe it won’t. Two, does he build up his fundraising network enough to be a force in a more expensive race? And three, does he does a good enough job to make him look like an appealing candidate for whatever comes next? It’s not rocket science. This is one of those times where past history isn’t a great guide, but the basic fundamentals still apply.

Let the HD100 candidates come on out

With State Rep. Eric Johnson now also known as Dallas Mayor-Elect Eric Johnson, that means a special election for his legislative district is in the offing.

Rep. Eric Johnson

Dallas community advocate Lorraine Birabil has launched a campaign to replace outgoing state Rep. Eric Johnson, becoming the first of what’s expected to be a large field of contenders.

She told The Dallas Morning News that it’s critical for lawmakers to help develop criminal justice reform, access to affordable health care and quality public schools.

“This district has been home for me, and I know it’s important that we have opportunities for all,” Birabil said. “When we address these impediments, every Texan will be able to reach their full potential.”

Birabil won’t have the field to herself. The race to replace Johnson, who won Saturday’s runoff for Dallas mayor, is expected to be highly competitive.

At least 11 people have expressed interest or have been mentioned as possible candidates to fill his unexpired term in the Texas House.

That number could grow by the time Texas Gov. Greg Abbott sets a special election, presumably in November, to fill Johnson’s seat.

“People are interested in being involved,” said state Sen. Royce West, D-Dallas. “The fact is, a state representative seat doesn’t come open that often.”

Johnson has not resigned, and Abbott has not indicated when or if he’ll call a special election.

Looks like Inauguration Day for Johnson is Monday, June 17, so he’s going to have to resign before then. That leaves plenty of time to call a November special election, which I presume is what will happen. Assuming that is what does happen, whoever wins (in the runoff, of course) ought to be in good position to win the primary, which is what will really matter, as this special is only for the unexpired term. First, we need the resignation, and everything follows from there.

DART to study driverless buses

We’ll see what this means in practice.

Dallas Area Rapid Transit has joined a national association of transit and transportation agencies to explore how autonomous buses could shuttle people around cities in the future.

The Automated Bus Consortium plans to research driverless buses and run pilot projects with “full-sized, full-speed buses” to better understand how they could be rolled out nationwide, according to a news release. The group will study the safety of the buses and how they could reduce congestion. By working together, the transit agencies aim to lower the cost of testing and share best practices, the news release said.

The group is made up of about a dozen members, including the transit agencies of Los Angeles County and Atlanta and the Michigan Department of Transportation. The group was created by Los Angeles-based engineering firm AECOM.

For the first 12 months, the consortium plans to study the feasibility of the autonomous buses, according to the news release. It will buy an initial fleet of 75 to 100 full-sized, automated buses, which it will test in 2021 or 2022 on routes chosen by the transit and transportation agencies.

DART does not have a timetable for testing autonomous buses, spokesman Gordon Shattles said. He said joining the group is another way that DART can keep up with emerging transportation technologies.

This feels more like pie in the sky noodling than a practical roadmap, but whatever. There’s value in looking for current applications of existing technology, and seeing where that can take you. I lean towards that timeline for testing being overly optimistic, but we’ll see. Ask me again in 2021 or so.

May runoff results

With 303 of 474 precincts reporting, State Rep. Eric Johnson was leading in the runoff for Dallas Mayor over Scott Griggs, 57% to 43%. At the time I started writing this I didn’t see any news coverage declaring the race to be over, but it sure looks to me like Johnson is going to win. So congratulations to (I presume) Mayor-elect Eric Johnson. You know what this means: There will be another special legislative election, which I would bet will be in November. Johnson’s HD100 is solid Dem so a flip is not in play, but expect there to be a big field.

On a side note here, Johnson knocked off longtime Rep. Terri Hodge (who would soon after be convicted of federal tax fraud charges) in 2010. He’s always struck me as someone who had his sights on bigger things. Having just achieved one of those bigger things, look for him to start getting mentioned in future conversations about statewide candidacy. I could definitely see him taking aim at Dan Patrick in 2022, or Ted Cruz in 2024. Just something to keep in mind.

In San Antonio, Mayor Ron Nirenberg held on.

Incumbent Ron Nirenberg retained his position as San Antonio’s Mayor after defeating Councilman Greg Brockhouse (D6) in the runoff election on Saturday.

Brockhouse officially conceded at 9:12 p.m.

With 96.98 percent of precincts counted, Nirenberg held 51.07 percent of the vote to Brockhouse’s 48.93 percent.

Nirenberg opened the night with a slight lead in early voting, which tightened as more precincts were counted. The margin was just 1.44 points with 78 percent of the precincts voting before a late surge gave Nirenberg the victory.

“I’ve never worked harder in my life to make sure that this city was well represented than over the last two years, but certainly over the last month where we had to remind folks that we can be a city for everyone,” Nirenberg said.

Unofficial results are here. Brockhouse, who among other things was a shill for Chick-fil-A, went on to whine about how The Media Was Out To Get Him. I’m sure you can hear my eyes roll at this, but it did lead to my favorite tweet of the evening:

Every once in awhile, Twitter proves itself worthy of existence.

Finally, I’m sad to say that Nabila Mansoor failed to win her runoff in Sugar Land. She trailed by almost 600 votes early and closed the gap a bit on Election Day, but it wasn’t nearly enough.

UPDATE: Here’s a Trib story on the two Mayoral runoffs.

Sometimes, bad bills do die

The calendar giveth, and the calendar taketh away.

One of the the biggest priorities for Texas Republicans this session appears to be on the verge of legislative death. A series of bills that would broadly prohibit local governments from regulating employee benefits in the private sector died quietly in the House this week.

The business lobby has long been used to getting what it wants from the Republican-controlled Legislature, but now it’s waving the white flag. “It is dead. … The discussion got completely derailed,” lamented Annie Spilman, lobbyist for the Texas chapter of the National Federation of Independent Business, in an interview with the Observer. The group is one of the lead advocates for the preemption bills. “They really haven’t left us with any hope at all.”

Senate Bill 15 started as a straightforward measure to stomp out a broad swath of emerging local labor policies, like mandatory paid sick leave, in cities including Austin, San Antonio and Dallas. But it ended in the political gutter after Lieutenant Governor Dan Patrick insisted on removing language that explicitly protected local nondiscrimination ordinances (NDOs) for LGBTQ Texans in several cities. Patrick’s move was reportedly made at the behest of Texas Values, the state’s leading social conservative pressure group.

With the high-profile failure of Patrick’s 2017 bathroom bill and now the fight over NDOs, Texas businesses are growing increasingly furious that the lieutenant governor appears unable to stop poisoning their political agenda with right-wing social warfare.

Spilman said she sees it as another example of Patrick putting the priorities of the religious right before businesses. “I don’t think the lieutenant governor has listened to the business community in quite a while,” she said. “Our No. 1 priority was this preemption legislation to stop cities from overreaching, and despite our efforts to compromise with everyone involved, at the end of the day we were ignored and set aside.”

[…]

The House calendars committee finalized the House’s remaining floor agenda Sunday evening, meaning anything that wasn’t placed on the calendar is all but certain to be dead. The preemption bills were not on the list.

It’s suspected that part of the reason the bills died is that Patrick refused to consider any sort of NDO protection language in a compromise bill, according to conversations with multiple sources. Patrick’s office did not respond to requests for comment.

“I think the lieutenant governor was holding a firm line against that,” state Representative Eddie Rodriguez, D-Austin, told the Observer. But Rodriguez also attributes the preemption bills’ procedural defeat to Democrats’ willingness to hold together. “One of the calculations was about is the juice worth the squeeze. What would happen on the floor? We Democrats were holding a firm line of opposition … and [willing to] do whatever to kill them.”

See here, here, and here for some background. The NFIB can go pound sand as far as I’m concerned; they’re a bunch of ideologues who deserve to taste some bitter defeat. The best thing they can do for the state of Texas is get into a fanatical pissing contest with Dan Patrick. They’re now lobbying Greg Abbott for a special session, which is something I’m a little worried about anyway, if some other Republican priorities like the vote suppression bill don’t get passes. I can’t control that, so I’m just going to enjoy this moment, and you should too.

May 4 election results

The hottest race was in San Antonio.

With more than 81 percent of the precincts counted, Mayor Ron Nirenberg took a nearly 3-point lead against Councilman Greg Brockhouse, but it likely won’t be enough to avoid a runoff to determine San Antonio’s next mayor.

Nirenberg, who led by two points following early voting pushed his lead to 48.42 percent with Brockhouse garnering 45.82 percent. However, a winning candidate would need to cross the 50 percent threshold to secure victory.

If neither candidate secures more than 50 percent of the vote, a runoff will be held next month.

“Did any of you think it was going to be easy?” Nirenberg said Saturday night to a group of supporters, volunteers and staff assembled at Augie’s. “We’re in for a long night. But guess what, this long night’s because this city deserves it. We will wait here and we will grind away at the progress earning every single vote and rechecked in the politics of division until we walk away winners. Because that’s what this city deserves. This is a city for all.

“This is about the future of San Antonio, it’s not just about one election. And we’re going to win, because this city needs to sustain progress.”

Here are the results. Nirenberg increased his lead over the course of Election Day and was up by a bit more than 3,000 votes. The runoff between the progressive Nirenberg and the not-progressive Brockhouse will be contentious, and important.

In Dallas, State Rep. Eric Johnson led the big field for Mayor.

With 149 of 529 precincts reporting, State Rep. Eric Johnson has 21 percent of the vote, Dallas City Councilman Scott Griggs has 17 percent, Lynn McBee has 15 percent, Mike Ablon has 13 percent and Regina Montoya and Miguel Solis have 10 percent.

Nine candidates ran for the open seat.

Mayor Mike Rawlings could not run again due to term limits.

Since no candidate got more than 50 percent of the votes, there will be a runoff between the top two candidates.

That runoff will happen on Saturday, June 8.

Those results are here, and they are more or less the same with 317 of 528 precincts reporting. Johnson is in his fifth term in the Lege and if he wins the runoff he’d vacate his seat, thus causing the fourth legislative special election of the cycle. In this case, it would be after the legislative session, so unless the Lege goes into overtime there would be no absence in Austin.

Elsewhere, Fort Worth Mayor Betsy Price won again, holding off former Tarrant County Democratic Party Chair Deborah Peoples; those results are here. In races I was following, Nabila Mansoor was headed for a runoff in Sugar Land, collecting 34.22% of the vote to Naushad Kermally’s 39.16%. Steve Halvorson fell short again in Pasadena. The three Pearland ISD candidates also lost.

Congratulations to all the winners, and we’ll look to the runoffs in June.

Still waiting to see if an anti-Texas Central bill passes

There’s still time, and anything can happen in the Lege, but so far it’s looking like Texas Central will make it through more or less unscathed.

High-speed rail developers have been eyeing a 240-mile stretch of mostly rural land sandwiched between the urban hubs of Dallas and Houston for years. Their goal: buy it up and build America’s first bullet train.

But several rural landowners don’t plan on giving up their private property without a fight. And their supporters in the Legislature have filed so many bills that could disrupt Texas Central Partners LLC’s plans that there’s an entire subcommittee tackling the ongoing battle over the multibillion dollar project.

“We know why all the bills before this subcommittee were filed,” said W. Brad Anderson, an eminent domain attorney working for Texas Central. “The underlying purpose of those bills is to stop the high-speed rail.”

Texas Central is used to such legislative opposition. For the past two sessions, opponents have filed bills aimed at crippling or killing the high-speed rail project, but it’s remained relatively unscathed. This year, there are more bills than ever before, according to grassroots group Texans Against High-Speed Rail president and chairman Kyle Workman.

[…]

“The majority of all rail bills, if not all, are anti-rail,” said state Rep. Terry Canales, D-Edinburg, who chairs the House Transportation Committee and created the new high-speed rail subcommittee.

Many of the bills follow a similar pattern: they would require a high-speed rail developer to raise money needed for construction, acquire federal permits, or secure necessary land before surveying or building any part of the line. And in some cases, lawmakers don’t want developers to be able to collaborate with the state on how to access rights-of-way around highways.

At a hearing last week, Texas Central representatives said the bills so far unfairly target the project and impose unfair requirements that other similar projects, like natural gas pipelines, don’t have.

But Kyle Workman said in an interview with The Tribune that the package of bills doesn’t target Texas Central. Rather, he says regulations are necessary for the new high-speed rail industry so private property rights and government resources are protected if a company can’t follow through on a project due to, for example, lack of funding or inability to get permits.

“If I was a power line company and I was going to run a brand spankin’ new power line system that had never been done before….We’d have to get that approved first,” he said.

[…]

Dallas and Houston city representatives criticized the flurry of legislative moves as potentially significant obstacles to their cities’ growth.

Molly Carroll, executive project manager for the high-speed rail project with the City of Dallas, said the bullet train could revitalize an “underserved” area of the city just south of downtown — fostering an estimated 500 jobs and 20 million square feet of new development valued at $8 billion.

“The high-speed rail project is a catalyst project the city has needed to kickstart the rebuilding in this part of our city,” she said. “This is a once-in-a-generation project and opportunity that the city of Dallas and the great state of Texas cannot afford to miss.”

Advocates and legislators on both sides say it’s too soon to know the future of high-speed rail reforms this session – but Workman said, even without a legislative victory, the session would still be a success.

“Are we going to get all these bills passed? No…We might not get any passed, but we’re raising awareness on the issue,” he said. “Texas Central has a lot of muscle, but we’re staying after them.”

See here for the previous update. I mean, maybe I’m reading too much into what Kyle Workman is saying, but that sure sounds like lowering expectations to me. The basic equation here is that there are more urban and urban-area legislators than there are rural legislators. The rurals need to get a lot of support from their colleagues in other parts of the state, including urban areas, in order to have sufficient numbers to pass a bill. For the most part, they have not been able to do that. I’m hoping that continues.

Early voting for the May elections has begun

From the inbox:

Early Voting for the May 4, 2019 Joint Election starts Monday, April 22 and ends on Tuesday, April 30. During that period, Harris County voters may vote at any of the 25 Early Voting locations designated throughout the county. Polls will be open from 7 am to 7 pm, except for Sunday, April 28, when polls are open from 1 pm to 6 pm. Ballot by mail applicants must submit their applications by April 23.

Launching this election, voters will be able to see the approximate wait time at each polling location. This new Wait Time feature will be available on our website alongside a map of all the Early Voting locations.

“In an effort to make voting easier and more convenient, Early Voting hours have been extended and a Wait Time feature have been added to the website to help voters avoid lines” said Harris County Clerk Diane Trautman. “I encourage all of the nearly 785,000 registered voters that are eligible to cast a ballot in this election to exercise their right to vote.”

The Harris County Clerk’s office will conduct elections for 23 political subdivisions across the county. Voters residing in these political entities can find their individual sample ballots, the Early Voting schedule, and the Election Day polling locations at www.HarrisVotes.com.

An approximate additional 30 political entities in Harris County will also conduct elections on the same day. Voters should communicate directly with political entities conducting their own elections to obtain more information.

For more information about the May 4 Joint Election, voters may visit www.HarrisVotes.com or call the Harris County Clerk’s office at 713.755.6965.

###

Entities Conducting Elections with Harris County

City of Humble, City of Pasadena, City of South Houston, City of West University Place, Channelview ISD, Cypress-Fairbanks ISD, Goose Creek Consolidated ISD, Humble ISD, Pasadena ISD, Cypress Klein Utility District, Encanto Real Utility District, Greenwood Utility District, Bridgestone MUD, Crosby MUD, Faulkey Gully MUD, Trail of the Lake MUD, Harris County MUD No. 5, Harris County MUD No. 44, Harris County MUD No. 55, Harris County ESD No. 60, Harris County Fresh Water Supply District No. 1A, Harris County Fresh Water Supply District No. 58, Harris County Water Control and Improvement District No. 109.

You can see what the Wait Time feature looks like here. It’s pretty cool, and something we’ll surely need going forward, though for this election I doubt you’ll see anything but green lights. The City of Pasadena elections are the biggest ones of most interest within Harris County, with the balance of power on Pasadena City Council being up for grabs. See my interview with Steve Halvorson for more on that.

Early voting information for Fort Bend County is here. Fort Bend ISD and the City of Sugar Land, where Nabila Mansoor is running for City Council District 2, are races to watch.

Early voting information for Brazoria County is here. There’s a lot of energy right now for three candidates for Pearland ISD Board of Trustees: Al Lloyd, Dona Murphey, and Joseph Say. If all three win, they’d join Trustee Mike Floyd, elected in 2017, to form a majority on that Board.

Elsewhere, there are Mayor’s races in San Antonio, Dallas, and Fort Worth, none of which I have followed closely. There’s a longer story to write about why we still hold these municipal elections in May of odd-numbered years, but that will wait till another day. For more about the Harris County races, see this Chron story. Is there an election for you to vote in? Leave a comment and let us know.

What can you legally wear when you go to vote?

That’s the subject of a lawsuit involving voters from Houston and Dallas.

A Houston woman who was forced to turn a firefighters T-shirt inside out at the polls and a Dallas-area man who tried to vote in his Trump MAGA cap are suing a long list of public officials in federal court here for violating their free speech rights.

The lawsuit comes in the wake of a U.S. Supreme Court ruling in June invalidating a Minnesota law that banned voters from displaying “issue oriented” apparel at the polls. The case filed in Houston federal court Thursday on behalf of two Texas voters was brought by the Pacific Legal Foundation, a California-based nonprofit advocacy group that won the free speech victory in the Minnesota case.

The conservative foundation wants a Houston judge to overturn the Texas law that restricts what people can wear when they vote. Texas is one of several states that still have clothing restrictions on the books. The concern is not just that voters won’t feel free to express themselves, but also that enforcement by poll workers will be “arbitrary and erratic.”

Douglas Ray, an special assistant overseeing election issues at the Harris County Attorney’s Office. said the county will defend itself but Texas Attorney General Ken Paxton — who was also sued — will likely take the lead. County officials last dealt with this issue in 2010, when voters showed up at the polls with Obama-related gear, Ray said. President Barack Obama was not on the ballot, but several measures that reflected his policies were, he said.

“What we tell the election judge is they have the power to adjudicate when they think electioneering is going on and when it’s not,” said Ray. “We tell them to make that determination based on a totality of the circumstances and if it’s consistent with advocacy for somebody or some party that’s on the ballot.”

In the case of the firefighters shirts, Ray acknowledged the county was aware the shirts caused friction at the polls. “We had a lot of trouble with that during the last election because there were people wearing these yellow shirts with red lettering that said ‘Vote for Prop B’ but they were almost identical to a shirt that just said ‘Houston Fire Fighters.’”

He said the shirts had the same colors, logo and lettering but one had “Vote for Prop B” and one didn’t. The county attorney’s office advised election judges that the yellow shirts were problematic if they said something specific about voting.

“But that is just advice,” Ray said. “The election judge in that situation makes the adjudication.”

[…]

The Texas law is more specific than the Minnesota one that the Supreme Court addressed last year, which could help or hurt the case, according to David Coale, a constitutional law expert at Lynn Pinker Cox & Hurst in Dallas. The Minnesota law prohibited voters from wearing political badges, buttons or other political insignia to the polls, while Texas law prohibits inside or within 100 feet of the voting site the wearing of badges, insignia, emblems representing any a candidate, measure or political party appearing on the ballot or to the conduct of the election.

“The Supreme Court said it was a legitimate state interest to have a polling place free of distracting political activity. But by doing so, it still requires the election official to make judgment calls about what ‘relates to’ the election…and also means that the official can get it wrong,” Coale said. “The argument that a ‘MAGA’ hat ‘relates to’ the subject of this election is not a strong one. I think that is why the Pacific Foundation focused on this case as its test case, to get some law made on how far away from the specific subject of an election you can be and still ‘relate to’ it.”

There are always going to be some issues when you are relying on individual election judges to exercise their own judgment in interpreting election law. We see plenty of examples of this every year with the voter ID law and whether or not the name on their ID matches what’s on their voter registration card. Restricting what is allowed at the polling place is much more fraught than that. Wherever a line is drawn for what is acceptable, there will be cases right on that line where reasonable people may disagree. I have a certain amount of sympathy for these plaintiffs, but I don’t know that it adds up to enough weight to warrant throwing out the existing law. I suspect the courts will say that it does, but we’ll see.

The down side of scooters

Watch out for that tree. And that pedestrian, and that street light, and that strange bump in the sidewalk, and that abandoned scooter someone just left lying there…

Photo: Richard A. Marini, San Antonio Express-News

In September 2017, Tarak Trivedi, an emergency room doctor, and Catherine Lerer, a personal injury attorney, started seeing electric scooters everywhere. Santa Monica, California, where they live, was the first city where the scooter company Bird rolled out its rechargeable two-wheelers, which could be rented with a smartphone app and dropped off anywhere. Lime and other scooter companies soon followed. As riders zipped down the street, reaching speeds of 15 miles per hour without helmets, both Trivedi and Lerer thought of the inevitable injuries.

Soon enough, victims of e-scooter accidents, both riders and pedestrians, began to show up in the ER. “I started seeing patients who had significant injuries,” Trivedi recalls. Calls about scooter-related injures poured into Lerer’s office. She says she now gets at least one new call a day. “We recognized that this is a very important technological innovation that has a significant public health impact,” Trivedi says.

More than a year after the Birds landed, Trivedi and researchers at the University of California-Los Angeles have authored the first study to quantify the public health impact of e-scooters. Their peer-reviewed study, published in JAMA Network Open, details 365 days of scooter crashes, collisions, and wipeouts. Digging through records from two Los Angeles-area emergency rooms, the researchers found 249 patients with injuries serious enough to warrant a trip to the ER. In comparison, they found 195 bicyclists with injuries and 181 pedestrians with similar injuries during the same period.

The goal of the study was to characterize how people were getting hurt, as well as who was getting hurt. Of the 249 cases the study looked at, 228 were riders, most of whom were brought to the ER after falling, colliding with an object, or being hit by a moving vehicle. The other patients were injured after being hit by a rider, tripping over a scooter in the street, or getting hurt while attempting to move a parked scooter. About 31 percent of patients had fractures, and around 40 percent suffered from head injuries. Most were between the ages of 18 and 40; the youngest was eight and the oldest was 89. While many of the injuries were minor, severe and costly injuries like bleeding in the skull and spinal fractures were also documented. Fifteen people were admitted to the hospital.

Trivedi thinks that the actual number of scooter injuries was likely higher, since the study took a conservative approach to tallying up patients, focusing only on standing electric scooters and dropping many ambiguous cases. (It also eliminated instances where riding a scooter was not the cause of a scooter-related injury—such as assaults where a scooter was used as a weapon, or injuries during attempts to steal a scooter.)

That’s from California, and it’s a partial picture of what has been observed in Los Angeles, based on two emergency rooms. The authors didn’t extrapolate from there, but it’s clear there would be a lot more than just what they focused on. That’s the first study of its kind of scooter injuries, but we do have some anecdotal evidence from Texas cities where the scooters have invaded, including San Antonio, Austin, and Dallas, where there has also been one reported fatality, though it is not clear if that person (the victim of a hit-and-run) had been using the scooter at the time of his death.

Let’s be clear, cars cause vastly more havoc every day than scooters do. The magnitude of injury and death resulting from our automobile-centric culture just dwarfs anything even an onslaught of electric scooters can do. In the long run, more scooters may lead to less vehicular damage, if it means more people rely on them in conjunction with transit to take fewer trips by car. That doesn’t mean we should ignore or minimize the potential for injury that scooters represent. It’s up to cities and states to figure out how to regulate these things in a way that maximizes their benefit and minimizes their risk. That means we need good data about the real-world effect of scooter usage, and we need to avoid being unduly influenced by the scooter companies and the venture capital behind them. Let’s pay attention to this stuff and be responsible about what we learn.

Take a Tesla to Austin

Because sure, why not?

Want to ride in a Tesla? For $250, you can be chauffeured on a one-way trip between Houston and Austin.

Dallas is just $400 away.

Austin-based ElecTrip is billed as an energy-efficient alternative to private flights or high-end buses. Ride with colleagues or friends, and the per-seat cost — the $250 and $400 price tags are for the entire car, with prices varying based on the Tesla model and membership in a subscription plan — becomes more comparable to commercial flights or high-end bus service Vonlane.

“A lot of people haven’t necessarily ridden in a Tesla yet,” said Eliott Lee, co-founder of ElecTrip, “so it’s a pretty neat experience for them.”

[…]

The trip comes with Wi-Fi, drinks and snacks. Riders are picked up from their door and then dropped off at their destination. ElecTrip uses the Tesla Model X SUV, Model S and Model 3. The $250 and $400 prices are typical for riding in a Model X.

The company has provided more than 150 rides since May 2018. ElecTrip owns one Tesla, and it pays other Tesla owners to use their vehicles. The chauffeurs are selected from highly rated Uber drivers that provide the Uber Black service, described as luxury rides with professional drivers, and Uber Select service, described as premium rides in high-end cars.

I mean, I guess I can see the appeal. If you’re not the prone-to-motion-sickness type, you could read or watch a movie or surf the web in comfort, for a price comparable to flying. (They cite a $550 roundtrip fare for flying from Houston to Austin. I checked Southwest, and that’s fairly accurate. Megabus is still way, way cheaper, though.) I just have to wonder what the size of the market for this is. (I had the same thought about Hitch, which this story references.) They’re averaging fewer than 20 rides per month so far. How many do you think they’d need to do to be financially viable? Is the lure of riding in a Tesla that strong? Color me skeptical.

FIFA World Cup update

Still a year away from a decision.

Houston is among 17 American cities vying to become one of 10 host cities selected when the finalists are trimmed by 2021. The 2026 World Cup will also include 10 games each in Canada and Mexico. A host city would get six games during the 32-day event.

Bid committee president Chris Canetti is hopeful of Houston’s chances but sees the addition of [John] Arnold as another boon for the bid.

“One of the things that we’re going to need to do as a committee here and as a city is raise funds,” Canetti said. “So when you agree to host a World Cup, there’s an expense that comes with it. This is really the same exact formula that existed when the Super Bowl came a couple years ago, so to have someone like John who’s so well-respected in the community, so well-connected in the community … it’s really important to us to be able to open some doors.

“When you look at Houston as a package, we’ve got everything in place,” Canetti said, referring to the city’s recent history hosting national events and its broad infrastructure. “We look at it as, ‘What’s going to put us on top with the decision makers and let them know that Houston belongs.’ And we think being funded is a great thing.”

Committee members believe Houston’s preparation has helped distinguish the city from its competitors. Still, it’s a cautious optimism. And to an extent, they see the potential for collaboration.

“FIFA’s indicated that they have a preference for some geographic concentration to make travel easier for both teams and fans, so … Dallas and Houston can work together, and they can be complements rather than an either-or situation,” Arnold said, pointing to Houston’s relative proximity to Guadalajara, Mexico City, and Monterrey, three Mexican cities included in the joint bid among Canada, the United States, and Mexico. “The geographic spread of cities will be important, the amount of fan support and community support that each city can show and demonstrate will be important, and I think the culture of soccer that each city shows will be important in that process.”

See here for the previous update. Houston really does have a lot going for it, including a track record of doing well hosting other big sporting events. The World Cup would be bigger still, thanks to the number of matches and influx of international fans, but it’s nothing we can’t handle. Here’s hoping for the best.

Here come the e-bikes

To Dallas.

Uber is about to jump into Dallas with a brand-new rent-a-ride for this market: rechargeable electric bikes.

Jump, which Uber bought in April for $200 million, has filed an application with Dallas City Hall to bring 2,000 stationless e-bikes to town. The company is waiting for city staff to review and approve the permit, which would also include 2,000 Jump-branded electric scooters.

Chris Miller, Uber’s public policy manager for Texas, said the roll-out is expected early next year.

“It just makes sense in a city with a large population, a desire for innovation — and a lot of ground to cover,” Miller said.

City transportation officials have long expected the arrival of electric-pedal-assisted bikes, referring to them as a sort of sweet spot between the bikes that flooded the streets in the summer of 2017 and the seemingly ubiquitous electric scooters that have mostly replaced them in recent months. Riders still have to move their feet, but the motor does the hard work — and allows the bikes to hit speeds up to 20 mph.

[…]

Uber’s Miller said Jump’s e-bikes are a “real commuter option” because they do so much of the hard work for the rider. In San Francisco, he said, riders pedal up to 2 miles on their Jump bikes; in Austin, where Jump made its debut in the summer, even farther.

Uber hasn’t set prices for Dallas yet. But in Austin, the cost is $1 for the first 5 minutes and 15 cents for every additional minute.

The e-bikes will arrive with scooters having supplanted the buck-an-hour bike as Dallas’ preferred mode of rented transportation. The city, once filled with 20,000 of the older bikes, now has just 1,000 — 500 from Lime, 500 from Garland-based VBikes.

To San Antonio.

In a year that saw e-scooters take over the city – eventually multiplying to more than 8,000 vehicles – seated e-scooters have arrived, and about 2,000 dockless bicycles are set to enter the fray.

Razor USA quietly recently rolled out new scooters with a cushioned seat and front-mounted basket.

Meanwhile, Uber’s micro-mobility arm Jump is planning to launch 2,000 e-bikes this month, the City of San Antonio confirmed. On top of that, Jump is applying to bring 2,000 scooters to the city.

“People probably have more experience riding bikes than scooters,” said John Jacks, who heads the City’s Center City Development and Operations department. “To use an old cliché, it’s just like riding a bike. … That may increase opportunities for some that would be hesitant to try a scooter.”

Jacks added the new Razor scooter model provides an additional option for scooter-averse riders because it’s similar to a bike.

“We’ll see if they prove to be more popular,” he said.

[…]

If and when Jump launches in San Antonio, the City’s dockless vehicle fleet would eclipse Austin’s total. With e-scooter company Spin’s impending arrival, the total number of operators would climb to six – including Bird, Lime, Razor, and Blue Duck – and its total fleet would rise to about 12,600 vehicles, according to data provided by the City.

Gotta figure these things will be coming to Houston sooner or later. I hope Dallas and San Antonio do us the favor of figuring out what the regulatory structure should look like for these things. They will add something beneficial, mostly in that they will help to keep people out of cars for short trips, but safety for riders and pedestrians needs to be a priority. Also, we should try to make sure that people don’t throw scooters into the bayou, because that would be bad. Anyway, we’ll see how this goes, and how long it takes to come to our streets. Would you ride on one of these things?

Houston to get XFL 2.0 team

For those of you that need more football.

TDECU Stadium at the University of Houston will be the home field for Houston’s team in the XFL, the spring football league owned by WWE chairman Vince McMahon that will begin play in 2020, the league announced Wednesday.

Joining Houston among the eight XFL charter cities are teams in Dallas-Fort Worth, playing at Arlington’s Globe Life Stadium, plus Los Angeles (StubHub Center), New York-New Jersey (MetLife Stadium), St. Louis (The Dome at America’s Center), Seattle (CenturyLink Field), Tampa (Raymond James Stadium) and Washington, D.C. (Audi Field).

Houston’s team has yet to be named, but the announcement signals a return to the city’s football heyday of the 1980s, when the upstart USFL’s Houston Gamblers shared the pro football landscape with the established Oilers, much as the XFL now will do with the Texans.

Coincidentally, the announcement of Houston’s XFL selection came from the league’s president, Oliver Luck, who was a quarterback for the Oilers during the Gamblers’ 1984-85 run at the Astrodome.

“We believe the Houston-Harris County area is a fantastic place for one of our franchises, given the deep love and passion that people here have for football at all levels,” Luck said in an interview prior to Wednesday’s announcement.

“It was a pretty easy decision to place a franchise in Houston.”

[…]

Houston will be in the XFL’s Western Division with Dallas-Fort Worth, Los Angeles and Seattle. New York, Tampa, St. Louis and Washington will comprise the Eastern Division. Teams will play a 10-game regular season, followed by two semifinals and a championship game.

Teams will have 45-man rosters with seven-member practice squads. A centralized “Team Nine” of players under contract to the league will be available to replenish rosters as needed.

While Luck did not offer details, he said the XFL continues with what he described as a “reimagining” of football as it awaits its 2020 debut.

“We’re looking at some of the administrative rules of the game – time outs and other things – and at what technology can do to improve and enhance the game,” he said.

“Our goal is to have a fast-paced, high-octane game with less down time – less stall and more ball. It will be a rock-’em, sock-’em, 11-on-11 game.”

See here and here for some background. All this sounds good, but in an earlier version of this story, there was this:

The new XFL, league officials have said, aims to offer an alternative to fans disenchanted with the increased length of NFL games and the social activism of some of its players. Games will last under three hours, and the league has said that anthem protests will not be allowed.

Yeah, I’m not going to support that. If you want a different option, there’s yet another league in the pipeline, and San Antonio is a charter member. There will be more than one way to get your extra football fix.

Are we ready for Texas Central?

This is more about the experience than anything else.

Texas Central said it will break ground late next year on the first bullet train line in the United States, which will connect Dallas to Houston, and the train, technology and much of the know-how is coming from Japan.

“We will start the construction next year,” said Masaru Yosano, Chief General Manager of Central Japan Railway Company.

Yosano flies to Texas once a month to help coordinate the project with partners at Texas Central Railway Company, the private firm that’s developing the United States’ first bullet train.

The Texas bullet train, which will be privately funded, has already passed multiple milestones and is currently awaiting final approval from the Federal Railroad Administration.

When that last permission is granted Texas Central said it will then begin looking for financial backers. The firm said it already has options to purchase a third of the land needed and is currently negotiating for the remainder.

[…]

In Japan, the bullet train is not only a source of pride, but a fixture in the culture.

“It’s more spacious than actually sitting in a plane for me,” said Joel Deroon, an Australian living in Japan who uses the bullet train to commute daily. “For airliners you have all the extra added costs [such as] paying for luggage, paying for petrol. On a Shinkansen, no one’s going to check how much your luggage weighs or anything like that.”

So, what’s it like to be on board? Both the economy and First Class cars have high ceilings, wide aisles, and big seats. The cars are configured with two seats on each side of the aisle. Perhaps the biggest difference in the Central Japan Railway’s N700-series is the legroom in both cabins. Unlike an airliner, there’s plenty of extra space to move around.

Onboard restrooms are substantially larger, as well, with a massive handicapped lavatory.

And at 177-miles per hour, the landscape is less of a blur than many would imagine. A bottle of water easily balances on an arm rest.

[…]

One reason the bullet train is so successful in Japan is that riders can easily connect to subways. But Dallas and Houston don’t have that same infrastructure.

So, will it work?

“What happens to that last mile is an opportunity for taxi companies, for Uber, for hotels to build and businesses within walking distance of the terminus to develop themselves,” Swinton said.

The last mile can be lucrative. Not much was around when the Tokyo’s Shinagawa train station was built in the 1990s. But within a decade, skyscrapers had risen around it. Central Japan Railways also makes money leasing space at the station to restaurants, shops, and hotels.

I believe I’ve mentioned before that I’ve had the opportunity to take the shinkansen in Japan. It’s really cool! It’s amazingly quiet, and a very smooth ride. There is a lot more room on the trains than on an airplane – not a high bar to clear, to be sure – and you basically walk onto the platform and board when the train arrives. If you’ve ever taken the light rail line in Houston or Dallas, it’s basically the same as that, which means boarding is quick and efficient and once everyone is on you can just go. There won’t be any security checkpoints like there are at airports. All this means that the total travel time won’t be much more than the actual time on the train. I do think people will like it. The question is getting them to try it, and pricing it in a way that makes it worth doing on a regular basis.

“The Rise and Fall of Dockless Bike Sharing in Dallas”

Amazing story.

Several dockless bike-share companies first converged on Dallas last August after promising local officials that their services would come at no cost to taxpayers, and the impact was immediate. The dockless feature allowed bike-share companies to distribute its fleet untethered and controlled by apps. By February, the presence of five bike share companies (VBike, Spin, LimeBike and Beijing-based companies Ofo and Mobike) had transformed Dallas from the largest American city without a bike-share system to the city boasting the largest fleet in North America—a whopping 18,000 bikes, way more than New York City’s 12,000 or Seattle’s 10,000—and Dallas was deemed the “bike-share capital of America” by D Magazine. “Let’s not screw this up,” they warned in February.

But it was clear from the beginning that the program was growing way too big and way too fast. The city reported in February that it had received thousands of comments regarding its dockless bike-share program through its 311 phone number for constiuents, with commenters complaining about bikes that were vandalized, left behind in neighborhoods for extended periods, blocking sidewalks, or mounting in “excessive” numbers. “Some of the bikes are left for days, weeks, or months, in some cases without being moved,” Jared White, who manages alternative transportation in the Dallas Department of Transportation, told CNN in February.

“It’s making people a little bit hostile,” Fran Badgett, the owner of Transit Bicycle Company in Dallas, also told CNN. “From my front door you can see about 200 bikes. Not a single one is parked in a way I’d call respectful or helpful.”

In March, the Wall Street Journal wrote that Dallas was “ground zero for a nascent national bike-share war,” as bike-share companies stormed cities across the country in the past year or so, hoping to capitalize on a booming new business while simultaneously flooding the market beyond sustainability. Companies operating in Washington, D.C. have lost half their fleet due to theft. One dockless company recently pulled out of France, citing the “mass destruction” of its bikes. In China, oversupply led to absurd, mountain-like heaps of discarded bikes. Just a few weeks into its dockless pilot program, New Yorkers are already complaining about dockless bikes requiring maintenance and clogging city sidewalks. Some cities have responded by implementing regulations, like capping the number of bikes that companies can have in the streets, or clearly demarcating curb space designated for dockless bikes.

Rarely have these systems failed with as much gusto as the one in Dallas.

[…]

The bike-share business was so poorly regulated and the public reaction was so overwhelmingly caustic that Dallas’s city council was eventually forced into action, unanimously approving an ordinance in June that requires bike-share companies to pay the city $808 for a permit to operate, plus an additional $21 for each bike in their fleet. The bike companies will now be responsible for responding to 311 complaints of bikes that are blocking sidewalks or have fallen over, too—they have two hours after each complaint to clean up the mess themselves. The council also forced the companies to fork over more specific ridership data to get a better sense of where and when people are riding dockless bikes.

You need to click over to see the pictures, if nothing else. It boggles my mind how any of this could be coexistent with a viable business plan – these two stories, linked in the TM piece, helped answer some of my questions – but the bike companies Did Not Like It when the city got involved. All I can say is that I now appreciate the implementation and managed growth of B-Cycle here in Houston that much more.

Dallas hyperlooping

North Texas takes the lead for this super sexy but possibly vaporware transportation technology.

The Regional Transportation Council announced Wednesday that it will consider the feasibility of a hyperloop as a way to connect Dallas, Fort Worth and Arlington. The group is made up of 44 elected and appointed officials that choose funding priorities. It has been in discussions with Virgin Hyperloop One, a Los Angeles-based company that has a test track in Nevada.

“Whatever we build will be around for 100 years, so we need to consider it [a hyperloop system] as we move forward and let the process decide if it’s the best way to move or not,” said Michael Morris, transportation director for the North Central Texas Council of Governments.

The regional group has been exploring solutions that would speed up trips between Dallas and Fort Worth and boost economic activity. It plans to hire consultants later this year to evaluate hyperloop and high-speed rail and compare them based on a variety of factors, such as noise, vibration and potential ridership. The study, called an environmental impact statement, will cost about $5 million and take two to three years to complete, Morris said.

A hyperloop system that carries passengers isn’t a reality yet — but that hasn’t kept companies and transportation officials from imagining a time when long commutes and trips to a sports arena or a restaurant in another city could take only a few minutes. A computer model by Virgin Hyperloop One estimated that a trip between downtown Dallas and downtown Fort Worth would take about 6 minutes and 20 seconds by hyperloop with passengers cruising at about 360 miles per hour.

[…]

Hyperloop One got a new name and infusion of funding last year from the Virgin Group and its founder Richard Branson. Texas was already on the company’s radar. Last fall, it included a Texas route on its short list of potential hyperloop sites. The proposed route of approximately 640 miles, dubbed the Texas Triangle, would connect Dallas-Fort Worth to Austin, Houston, San Antonio and Laredo. The proposal was submitted by engineering firm AECOM.

Dan Katz, Virgin Hyperloop One’s director of North American projects, said the company began talking to North Texas officials because of the proposal. He said the Dallas-Fort Worth hyperloop route could be the first phase of a larger, statewide project.

See here for some background. As noted, that larger statewide project contains a connection to Houston, but that’s not on the table right now.

A Houston leg from San Antonio remains possible, but company officials said it is not part of the current projects.

[…]

Wednesday’s announcement fulfills part of the plan envisioned when Hyperloop Texas advanced in a global competition to develop the projects. The San Antonio-to-Houston leg left out of the process is among the busiest corridors in the state.

Katz said the company is proceeding based on where officials have shown interest, with North Texas officials promoting both the Dallas-Fort Worth and Fort Worth-to-Laredo lines. Dallas officials toured the company’s Nevada test site earlier this year.

Interest in a direct Dallas-to-Houston hyperloop has lagged, as Texas Central Partners has worked on a high-speed rail line between the metro areas.

Facing huge demands on travel between Texas’ biggest metro areas, however, officials across the state are looking at all options.

“Adding an option like hyperloop to the existing system of roadways, rail transit, bicycle/pedestrian facilities and high-speed rail to Houston would expand the system in an exciting way,” said Michael Morris, director of transportation for the North Central Texas Council of Governments. “Connecting other regions in Texas through hyperloop would open up economic opportunities throughout the state.”

Might open up some opportunities for choosing where to live, too. Again, it’s easier to dream on this technology than it is to objectively assess it, but if they’re doing an environmental impact statement we’ll get some of the latter as well. I look forward to seeing what that has to say. The Dallas Observer has more.

Too many people don’t get sick leave

From the CPPP:

All Texans should be able to care for themselves or a loved one if they get sick, regardless of what kind of job they do or how much they earn. Approximately 4.3 million Texas workers – or 40 percent of the total workforce – lack access to paid sick days, and it’s estimated that between 39 and 44 percent of private sector workers in the U.S. are not able to earn paid sick days.

Paid sick days are also a public health issue. When people are forced to go to work sick, everyone—employers, coworkers, and customers—is worse off. Children also face the consequences when their classmates come to school sick because their parents can’t afford to take the day off to care for them. Texas public employers, cities, and our state should work to implement paid sick days policies, which will improve the financial stability and health of all Texans.

Our new policy brief examines the inadequate access to paid sick days in Texas and highlights how businesses and families can thrive when workers are able to earn paid sick days. Across the country, there is growing momentum and support for city, county, and statewide paid sick days policies, which require employers to provide a certain number of paid sick days to workers each year based on the number of hours worked. To date, 44 cities, counties, states, and Washington, D.C. have passed paid sick days policies.

Everyone gets sick, and everyone should have the ability to earn paid sick days. A multi-city or statewide policy would ensure a high-quality standard so that all workers are able to care for themselves or a family member.

You can read the report here. I agree with this of course, as a matter of public health and of basic humanity, but as we know we live in a state where the business interests and Republican elected officials vehemently oppose the idea. The city of Austin has passed an ordinance to require sick leave, and the city of Dallas is poised to vote on a similar measure, but neither of those will matter if the current lawsuit or the sure-to-come legislation to preempt such ordinances succeed. You know what I’m going to say before I say it, but I’m going to say it anyway: Nothing will change until we change who we elect. If you’re fine with being surrounded by sick people in the course of your daily life, then keep doing what you’re doing. Otherwise, you might consider fighting for something better.

NASA to test Uber’s flying cars

Just simulations, thankfully.

NASA will soon begin testing in Dallas how Uber’s on-demand air-taxi concept would affect crowded areas.

Uber is in the midst of designing an air-taxi service, called UberAIR. Officials hope to conduct flight demonstrations starting in 2020 and start operating commercially in Dallas and Los Angeles by 2023.

And on Tuesday, NASA announced that it would help the company “ensure a safe and efficient system for future air transportation in populated areas.”

“NASA is excited to be partnering with Uber and others in the community to identify the key challenges facing the [urban air mobility] market, and explore necessary research, development and testing requirements to address those challenges,” Jaiwon Shin, associate administrator for NASA’s Aeronautics Research Mission Directorate, said in a statement. “Urban air mobility could revolutionize the way people and cargo move in our cities and fundamentally change our lifestyle much like smartphones have.”

Under this agreement, Uber will provide NASA with its plans for implementing this cutting-edge ride-share network and NASA will use computer modeling and simulations to determine the impact of this kind of aircraft. The simulations will take place at NASA’s research facility at the Dallas Fort Worth International Airport.

NASA personnel will analyze safety issues that could arise from small passenger-carrying aircraft flying through the airport’s airspace during “peak scheduled air traffic,” according to the space agency.

See here for the background. There are still a lot of issues to be worked out, and there’s no real reason to think any of this is practical. But hey, we were promised flying cars, so onward we go. I just hope they remember to simulate a few falling-debris scenarios, because I’m pretty sure we’re going to need to know what to do with them.

Texas Central and Amtrak

Connectivity is good.

Amtrak and Texas Central announced a partnership Friday to link the proposed bullet train from Dallas to Houston to the national passenger rail network.

Passengers will be able to book their bullet train trips through Amtrak. The partnership also commits the high-speed rail operator to transport passengers between Amtrak’s Dallas endpoint, Union Station, to the Texas Central’s multilevel station between South Riverfront Boulevard and South Austin Street.

Texas Central will also provide similar shuttle service between the Amtrak endpoint and the former mall site it has chosen for a terminal in northwest Houston.

[…]

The agreement also makes Amtrak training, marketing and sales capabilities available to Texas Central.

See here for the press release. I don’t know how many people might take advantage of this networking between Amtrak and Texas Central, but being able to plug into Amtrak’s ticketing system instead of having to build their own is a win for TCR. And seriously, all of the connections, from the proposed extension to D/FW Airport to the Uptown BRT and whatever else Metro may build to this, they’re all good and make the overall system better. Keep it coming.

Time for an update on that other high speed rail line

It’s been awhile.

TexasOklahomaPassengerRailStudyRoutes

Backers continue to move along on plans to build a bullet-train route between Dallas and Houston, but it’s not the only high-speed passenger rail project on Texas drawing boards.

With a proposal to run between cities such as Fort Worth, Waco, Austin, San Antonio and Laredo, the project recently got a green light for new money to do further study.

“We’re still an embryo,” said Kevin Feldt, a North Central Texas Council of Governments program manager overseeing the high-speed rail project regionally. “We’re still in the first week or two of pregnancy.”

Nobody has begun buying right of way or buying trains, let alone figured out funding and finance — topics that can fire skepticism about the passenger rail’s ability to break even or turn a profit — but there’s now an environmental impact statement, and potential investors have come calling.

“Suffice it to say, there’s interest in developing (from) Fort Worth southward, possibly to Monterrey, Mexico,” Feldt said. “We’ve had the French and Chinese and Spanish come to us and meet with us to talk about it.

“Some wanted to do one piece; we had others who wanted to do everything.”

The proposed line from North Texas cities — Dallas and Arlington included — is part of an 850-mile project called the Texas-Oklahoma Passenger Rail Program Corridor.

[…]

Feldt said that whatever comes out of the next round of study, actually building a high-speed passenger rail — not to mention a Hyperloop system — will be “a lot more complex” than the challenges the private company working to roll out the Dallas/Houston passenger train has encountered.

The Dallas/Houston corridor is not only flatter and easier to run a high-speed train across, but less populous.

Still, like Feldt, Bill Meadows, who chairs the Commission for High Speed Rail in the Dallas/Fort Worth Region, noted the interest from Chinese and French rail representatives in discussing a public-private project here.

And, said Meadows, “They like the (Interstate) 35 corridor better than the (Interstate) 45 corridor.”

See here for the last update that I have, from July of 2016. Since then, the Draft Environmental Study has been completed, which “formally identifies seven Selected Alternatives that will serve as the framework for future investment in new and improved conventional and high-speed passenger rail service in three regions between Oklahoma City and South Texas”. The story also mentions the Hyperloop One Global Challenge, for which Texas remains in contention, though it’s not clear to me from the story how it fits in here. There’s lots of other obstacles that will need to be cleared for anything tangible to happen here, from choosing a single route to putting together financing and governance, to overcoming the inevitable political opposition. But things continue to move, and at this stage that’s about all you can ask for.

Northwest Mall will be your Houston high speed rail terminal

No surprise.

Texas Central Partners and Houston-area elected officials on Monday announced that the company, which is seeking federal approval for a 240-mile high-speed train line, has chosen Northwest Mall near Loop 610 and U.S. 290 as their preferred site.

The company has an option to buy the land, said Jack Matthews, who is handling property acquisition for Texas Central.

The announcement was largely expected, as the mall site remained the most viable site to put a train station along Hempstead Road in the area around Loop 610. It also emerged from a federal environmental review as the most practical site in terms of displacing fewer homes and businesses. Still, the line will affect landowners along Hempstead as the tracks extend from the proposed station into northwest Harris and southern Waller counties.

[…]

Almost all of the stores within the mall itself are closed. Only a handful of stores and venues with exterior entrances remain open.

City leaders also joined with Metropolitan Transit Authority officials, noting they hoped the station could spur rail development from Metro’s nearby Northwest Transit Center to downtown Houston.

Texas Central CEO Carlos Aguilar said the site was chosen because its location gives the company ready access to many Houston area travelers. The area around Loop 610 and U.S. 290 is essentially the population center of the region, as development has spread rapidly north and west of the urban core.

“This is the best site for Houston for many reasons,” Aguilar said.

That happened on the same day that the public hearing for the draft EIS was held in Cypress. The Dallas end of the line was chosen last week. The Trib adds a few details.

The chosen location is about 1.5 miles from Northwest Transit Center, a major bus hub and the closest public transportation connection. Despite that distance, the company said in a prepared statement Monday that the station will provide “convenient, efficient and direct” connections to the Houston METRO transit system.

METRO does not currently have any light-rail lines in that part of the city. The agency is working on a long-term plan for expanded transit service.

“So we’re in a broad range of conversation and thought as to how to provide that connection,” Texas Central President Tim Keith told The Texas Tribune on Monday.

There’s pictures at Swamplot, so go check it out. It’s true there’s not much there now, but as you can see there are big plans to change that. There aren’t any transit connections yet, but we’re talking about a 2024 debut for TCR, so there’s a lot of time for stuff to happen. I feel confident the forthcoming Metro referendum will include an item to deal with this in some fashion. I’m looking forward to it.

Texas Central picks its midway stop

Hello, Roans Prairie.

A proposed high-speed train between Houston and Dallas on Thursday announced its midpoint, even as common ground with opponents near the proposed Roans Prairie stop remains elusive.

Texas Central, the company proposing the Texas Bullet Train, said the only stop between Houston and Dallas will occur at a 60-acre site along Texas 30, just west of Texas 90. The spot is about midway between College Station and Huntsville, officials said.

The announcement comes 10 days before a round of meetings to discuss the project, coordinated by the Federal Railroad Administration, following the release in December of an environmental assessment of the train line. The federal agency must still approve plans for the project, estimated to cost at least $12 billion. Public meetings start Jan. 29 in Dallas and move south. A meeting in Houston is planned Feb. 5.

[…]

The so-called Brazos Valley stop acts as the only other place people can hop aboard.

“This will drive growth in Texas not only to the big cities but also to the areas around the station. It’s going to be very exciting,” said Brady Redwine, a vice president of Texas Central, in a statement.

Grimes County residents, however, have been some of the staunchest critics of the project, which has faced stiff opposition from affected landowners and many rural residents who say the line is unnecessary and ruinous to their rustic surroundings.

Roans Prairie is in fact in Grimes County. One way of looking at this is that it’s a direct response by Texas Central to the criticism that the rural areas between Houston and Dallas where some land will need to be taken for the right of way will see no benefit from the train line. If this goes as planned, then one of the hotbeds of such criticism will in fact get something potentially quite substantial out of this. That could be quite the construction project, on that large tract of basically empty land. Put in the station, some retail, a place to eat, shuttle service to College Station and Huntsville and maybe one or two other places, and now you’ve got a lively enterprise in the middle of what was once nowhere. Will it change any minds? Can’t hurt to try.

No Amazon HQ2 for Houston

Never really expected that we’d be a top contender, to be honest.

Amazon ruled out Houston as a candidate for its $5 billion second headquarters on Thursday, delivering a blow to local leaders who had hoped to lure the Seattle tech giant to a four-mile stretch between downtown and the Texas Medical Center.

The largest U.S. online retailer whittled down more than 200 proposals from North America cities to just 20, eliminating Houston but keeping the city’s longtime rivals Austin and Dallas on its short list.

Amazon’s decision marks a setback for local leaders including the Greater Houston Partnership, which led an effort last fall to pitch the city as an attractive market for the company to set down stakes.

“I believe this is a wake-up call for Houston,” GHP CEO Bob Harvey said in a statement. “While there has been growing momentum in the innovation space over the last couple of years, this is a clear indication that we have much more work to do as a region to grow our digital economy.”

Houston Mayor Sylvester Turner called Amazon’s decision ” disappointing and heartbreaking.:

But, he added, “It serves as a wake-up call that we must move at a much quicker pace. The city is well positioned, but it’s also is an indication that there is a lot of work that still needs to be done.”

[…]

In his statement Thursday, Harvey said Houston should focus on developing the Innovation Corridor and its technology sector further. He also said Houston should move forward with the proposed Houston Data Science Institute, a data center recently announced by the University of Houston.

“While we are the number one market in the country for STEM talent, we need to bolster our pipeline of digital tech talent that is relevant to tomorrow’s digital economy,” Harvey said. “This means working with our higher education partners across the region to develop and invest in programs that will produce the talent we need to succeed.”

But economists warned that Houston would rank low on Amazon’s wish list in the nationwide bidding war for a campus that could bring 50,000 jobs, saying the city lacked a robust public transportation system. Only 2 percent of the local population takes public transportation to work, according to Census data.

See here and here for some background. On the one hand, it’s always a bummer to miss out. On the other hand, I wasn’t excited at the thought of giving zillions of dollars in incentives and tax breaks to a behemoth like Amazon as deal-sweeteners. There’s too much of that going on already. Doing things like developing the Innovation Corridor and building a Data Science Institute, that’s fine and worthwhile as investments. And let’s be sure not to overlook the feedback about our public transportation infrastructure. Imagine where we could have been if we’d had a Congressional delegation that was unanimous in its support of of more robust transit system. We’ll have an opportunity to support that at the ballot box this November. If we’re serious about wanting to be more competitive with the cities we lost out to, we need to put our money where our mouths are. The Trib, Texas Monthly (which is very skeptical of the chase to lure in Amazon), Swamplot, and the Dallas Observer have more.

High speed rail line route finalist chosen

Here’d where the Texas Central rail route will be, modulo some possible final tweaks and any further political obstacles.

Federal officials narrowed the possible paths for a Dallas-Houston bullet train down to one likely route Friday, providing an unknown number of rural Texans the most definitive answer so far as to whether their land will be in the path of the controversial project.

Much of the planned route had already been largely solidified. But documents released Friday by the Federal Railroad Administration filled in the rest of the gaps, favoring a more westerly route that runs through Navarro, Freestone, Leon, Madison and Limestone counties. Another potential route that was dropped from consideration would have avoided Limestone County.

[…]

The release of the draft Friday marked a major step toward getting federal clearance for the project. While it provides a clearer picture of the expected route, the path could slightly change in some areas as development and federal oversight continues.

The study also provided new details about stations planned in Grimes County and Houston. The Grimes County station is planned for State Highway 30 between Huntsville and College Station. There are three potential Houston station locations: land where Northwest Mall currently sits, an industrial area across from that shopping center and an industrial area closer to the nearby Northwest Transit Center.

The planned Dallas station remains just south of downtown.

The report is here. The original report, which listed six possible routes, came out two years ago – the environmental review process is not intended to be quick, but to be thorough. The station in Grimes County is intended to serve the Bryan/College Station area; the Texas Central summary of the report notes that “direct shuttle service to Texas A&M University” will be included, so you Aggie fans might make note of that. What I notice is that the route avoids Montgomery County, where a lot of the opposition to the line was based. Maybe some of those folks will lose interest now that they’re not in consideration any more. Grimes County, where the midpoint station will be located, is also a hotbed of resistance to TCR; Ben Leman, chair of Texans Against High-Speed Rail, just stepped down as Grimes County Judge to run for the Lege. If all goes well for TCR, they’ll have construction going before the next Lege gavels in.

Anyway. This is a big step forward for Texas Central. There’s still a 60-day public feedback period, and then the final route will be determined. Both DART and Metro will need to make some decisions about how they will connect to the terminals, and the Houston end has to be chosen. But we’re getting close. With a bit of luck, by this time next year we’ll have had a groundbreaking. I’m looking forward to it. The DMN has more.