June 30, 2005

In the past, METRO has had rocky relationships with elected officials and their communities. The recent announcement of a new transit plan in the Houston Chronicle without community input or informing local elected officials who support public transit is greatly disappointing.

 

On the surface, the biggest surprise is a temporary switch to “bus rapid transit” (BRT).  METRO and Mayor White claim BRT is necessary for the support of certain Members of Congress, to the exclusion of other Congresspersons.  There are also other reasons for the change.  In early 2005, after the METRO referendum, the Federal Transit Administration (FTA) changed its cost-benefit rules, making it harder for light rail projects.  However the delegation as a whole was never asked to intercede on behalf of METRO’s proposed plan with the FTA. 

 

As a result, METRO may need cheaper BRT first or risk losing all federal funding.  BRT is a high-tech improvement over regular buses, with METRORail-style stations, boarding and rails in the ground.  When ridership increases, BRT could be upgraded to light rail.  We would be more open to change if anyone consulted us before the announcement.

 

There is another surprise on METRO’s map: a small line with a huge impact.  By adding three new miles of light rail, METRO directly connected the University of Houston (UH) and Texas Southern University (TSU) cross-town along Westpark to the commercial Galleria area.

 

Previously, UH and TSU anchored the Southeast line.  The Galleria area anchored the Westpark line.  Now these two activity centers areas are directly connected, and METRO says the new line will immediately have METRORail first. 

 

The cross-town Westpark line may score better at the FTA, but METRO has not provided any proof at Congressional and City Council briefings.  By cherry-picking populations from different lines, METRO is clearly trying to tilt the field in favor of the new Westpark line.  If new federal rules force METRO to start with BRT, then all lines’ should compete on a level field for rail upgrades.

 

Many suspect wealthier areas win out in METRO’s new plan over thousands of transit users in densely populated North, Southeast, and East End Houston who overwhelmingly supported the referendum.

 

 

METRO can rebuild public trust by facing tough questions and providing answers for North, Southeast, and East End Houston.

 

Why did METRO not work with the public and elected officials about the need for change because of the FTA’s rule change?
 

Did this plan come only from Mayor White and METRO, or did other elected officials know the details?  Did affected residents or commercial interests along the new Westpark line know?
 

What could improve cost-benefit scores for the North and Southeast lines in order to receive rail sooner?
 

When can BRT start, when will rails and stations be in the ground, and when will we upgrade to rail? 
 

METRO made a start at a town hall meeting at TSU on June 18th organized by United States Representatives Sheila Jackson-Lee and Al Green.  They must continue the dialogue at town hall meetings in the East End at 6 p.m. July 6 at the E.B. Cape Center at 4501 Leeland and in North Houston at 10 a.m. July 16th at Houston Community College Northeast, Room 161, at 401 Northline Mall organized by U.S. Representative Gene Green and Council Members Carol Alvarado and Adrian Garcia.

 

However, METRO needs more than a PowerPoint presentation and listening to criticism to establish credibility.  First, they need to make a public commitment to be inclusive.

 

 METRO must also reassure high-density, transit-using Southeast, East End, and North Houston communities that their corridors are not delayed.  We may agree with BRT vehicles first, but METRO must put the rails and stations in ground on time—as planned by the referendum without any short-changing of those areas.

 

Finally, METRO must subject the new Westpark line to public scrutiny.  This new line is not a done deal—METRO must justify it and accept community input.  If it survives, then METRO should explain why it should not be constructed last, since it arrived last. 

 

As long-time supporters of Houston’s public transit, we believe METRO Solutions creates more problems than it solves unless North, Southeast, and East End Houston see a return on their sales tax, ridership, and electoral support for METRO.

 

 

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