Lone Star Rail District Continues Commuter Rail Project

by, Holly Ratcliff

Is Interstate 35 the most effective means of travel?

Regular, bumper-to-bumper traffic would suggest otherwise; if not by car, train, or bus, what other, alternative mode of transportation should be explored?

The Lone Star Rail District (LSTAR) has been crafting a solution since 1997. This organization is planning a commuter rail service that would transport travelers between Georgetown and San Antonio. At this point in time, Union Pacific Corp. will no longer participate in this project.

This company writes on the current dangers and frustrations the Interstate perpetuates:

“We don’t need to tell you that traffic on Interstate 35 through the Austin-San Antonio corridor is bad and getting worse. It’s one of the most congested interstate segments in America and the biggest bottleneck on I-35 between Mexico and Canada. It’s also one of the deadliest stretches of highway in the country, with over 100 fatalities a year.”

In fact, the Texas Department of Public Safety ranked I-35 as the number one congested roadway in 2015, traveling from U.S. Route 290 North to Texas State Highway 71 in Travis County.

The question is then; would LSTAR’s plan promote the betterment of South and Central Texas communities?

While San Marcos moves forward with housing and infrastructure projects, it is pertinent that officials look toward the past to hinder any recurring errors in judgment; a recent study confirmed that Dovetail Development’s construction of the Woods Apartments added approximately two and half feet of water during the Memorial Day Weekend Flood (Michael Moya’s presentation to the San Marcos City Council, January 5). Although Dovetail Development may have researched or known their project had the potential to damage San Marcos, an added factor could have been the nature of allowing a non-local developer judge the safety of housing placement.

Unlike Dovetail Development, LSTAR is based in San Marcos. This would mean project planners are better aware of the true state of I-35 and the local community’s need for alternative transportation.

“Being solely dependent on driving as our only travel option is not healthy for the region. It burdens many of our friends and neighbors with excessive transportation costs and limits their choices of where (or how) to live, work, study or play in the corridor. It limits our communities’ options of how to grow and develop to improve their economic prospects or their quality of life. And it creates hazards for all of us—from unsafe highways to damage to our environment,” states LSTAR.

What sort of pitfalls could this organization face in the coming years? A study entitled “Rail Transit In America: Comprehensive Evaluation of Benefits” by the Victoria Transport Policy Institute highlights several points of cost effectiveness:

• “New transit projects must overcome decades of underinvestment in grade-separated transit.”

• “Transit must provide a high quality of service to attract discretionary riders out of their cars.”

• “Rail transit is generally constructed in the densest part of a city where any transportation project is costly, due to high land values, numerous design constraints, and many impacts.”

• “Rail transit projects often include special amenities such as community redevelopment and streetscape improvements which provide additional benefits, besides just mobility.”

• “Rail transit projects include tracks, trains, stations, and sometimes parking facilities. It is inappropriate to compare rail system costs with just the cost of adding roadway capacity; comparisons should also include vehicle and parking costs needed for automobile travel.”

There are three types of rail systems: heavy, light, and commuter. When referencing heavy rails, imagine the New York City subway. Light rails are marginally less expensive, also hold a lighter amount of travelers; the Dallas Area Rapid Transit (DART) is considered a light rail system.

The proposed project is considered a commuter rail system. This type of rail system “operates in an existing freight rail right of way and carries commuters from suburban locations to city centers. Because they often share their right of way with freight trains, commuter rail services usually offer less frequent service than [light] systems, but their vehicle consists… have higher capacity” (“Transportation, Social and Economic Impacts of Light and Commuter Rail,” Texas Transportation Institute).

Now that the company’s current plans passed the Hays County Commissioners Court with a 12-1 vote, the company will begin an Environmental Impact Study (EIS) that could be completed by 2018; construction would span from 2020-23 (Community Impact).

Among this rail-related research arises repeated hope: an increase in transportation and mobility would result in a more livable community.