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Trae

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Everything posted by Trae

  1. I feel like you just enjoy debating. ROD clearly stepped up Houston's game in the luxury retail department. It doesn't take anything away from the Galleria. All you have to do is look at the list of luxury retailers within each. The ROD has ones commanding the most dollar.
  2. Lmao well obviously the Galleria has existed but walkable districts such as the River Oaks District was non-existent in Houston and this is what attracts the luxury clientele nowadays. It's not circling around a mall. The Galleria has luxury retail for sure but the real high-end stuff is locating in ROD. Why do you think it was so easy for ROD to pull so many luxury retailers? Look around the nation at where luxury retailers setup shop. You're more often than not in a walkable area like River Oaks District, Rodeo Drive, Michigan Ave, 5th Ave., Brickell, etc..
  3. After River Oaks District and BLVD Place, Houston really exploded with luxury retail. Houston has increased it's profile as a luxury shopping destination fairly quickly and a lot of that was because it didn't have the setup that attracts the clientele until ROD.
  4. Houston has really become a top luxury market especially in the Central Time Zone. I know Dallas used to be thought of as a more luxury shopping destination for this part of the country but I don't think that's the case anymore. This is especially true when you consider Houston receives many leisure travelers from Latin America. This shows what a few mixed-use developments and marketing will do to a city. Many stores now opening their first Texas or US locations in Houston more often lately than ever before.
  5. Midtown, Downtown, and East DT definitely have the most though and that's where the rail is. It'll be interesting to see how it shapes out but I'll bet almost anything that the areas nearest rail corridors will be more desirable in the long run than bus corridors. It's the case in every major city so I don't see Houston bucking that trend (outside of Uptown/RO of course), but I could be wrong.
  6. Not just TODs though but new mixed-use development in general. Which projects are commanding the highest price per sq ft in Houston right now? The ones nearest the current rail lines, with Uptown/River Oaks being an obvious exception due to wealth. A lot has changed since 2013. There are definitely cities out there expanding TOD policies for highly used bus routes (Chicago doing it for two or three lines) but of course those are complement routes to the main rail lines. In order to make it work for a bus line you're going to need high frequency service. I hope Houston is successful going with all these buses versus higher quality rail, but I have my doubts based on perception of bus vs. rail by the general public, the lower capacity, and more variables.
  7. 1. Because TODs most often form around rail stations. I have not seen TODs development around bus stations but let me know if I'm missing something there. Not even LA's Silver Line has TODs. 2. Yes during rush hour. Have you seen some of these PnR lots during those times? I admit it's been years since I've seen one but the 99/I-10 lot was my home. You see lines of people waiting for their bus and if it fills up they have to wait for the next one. I have to say it's much easier to go online or pull up the train schedule app and coordinate around that. Then you just adjust the train length throughout the day based on rush hour, special events, etc. It's a set schedule everyday that is more reliable than buses. Take it from someone who has used both systems. 3. No Metro buses definitely sit in the same traffic. Countless times I've seen Metro buses fight across 4-5 lanes of traffic on the Katy to exit in order to get to the PnR. Other freeways have concrete barrier HOVs, but again this causes backups as the buses move slower than personal vehicles. Meanwhile, the commuter rail train I ride on in LA goes 70-80 MPH between stops. 4. I agree CA is slow but I wouldn't be surprised at all to see the Orange Line converted much earlier (by 2030) because LA has been awarded quite a bit in federal funding. The Orange Line conversion is one of the higher priority projects. Now about your rail numbers, you have to also consider that Metrolink (which is increasing in ridership) is not the only rail system out here. People also use the Amtrak Pacific Surfliner, then there is the Red Line in North Hollywood that acts as a commuter station. You also have the Blue Line from Long Beach and the Gold Line in the San Gabriel Valley that are built like commuter rail systems (especially the Gold Line in the SGV). The Houston PnR is just about the only way people are getting to the jobs within Houston's core via transit.. You also have to consider LA is more decentralized than Houston (like DFW). Houston is built more like Chicago which means building a hub-and-spoke rail system makes even more sense.
  8. I was a little exaggerate with the "no one" but do you really think buses are viewed the same as rail? Some of these BRT lines will be replacing highly used bus corridors which is why out of the gate they will have high ridership. But there is a limit to bus capacity, just like there is a limit to light rail capacity, just like there is a limit to heavy rail capacity, etc. The flexibility option is not backwards and there are of course different ways each can be flexible. Sure, you might have to make a transfer (after walking a couple blocks) if it were commuter rail, but that's it. The benefit of having commuter rail stops are: 1. More potential for TODs, especially in suburban locations. Do you get this at PnR stations? No. You just have a dead parking lot most of the time. 2. Higher capacity trains. One commuter rail car can hold up to 200 people. Now multiple that by 5 or 7 depending on how many cars can be linked up in the train. What's the capacity of the Metro "Greyhounds"? Maybe 100? 3. Avoiding traffic. Current Metro buses sit in the same traffic as cars and don't have priority other than being in the HOV lane. I'm basing the higher ridership on the fact that Houston has a centralized job core, good usage already with PnR buses, and that rail is more attractive thus bringing more riders. On top of that, the bi-directional travel board would be going on all day during the day and weekends. It's much easier to schedule trips if you're taking a train as there's less variables than with dealing with buses. As for the LA Orange Line, here's a little history. The San Fernando Valley had decent density even back in the 80s when this was first proposed. Initially it was going to be a heavy rail line but there was a very powerful religious group that fought it to the end. So Metro (LA) compromised and built the BRT line. Full conversion is said to take place by 2050 meaning it can happen sooner and it likely will. The reason for that is there are fast-tracked rail projects in the San Fernando Valley (thanks Olympics 2028) and some funds may be diverted to the BRT-to-LRT conversion. Politicians who cover portions of the Valley served by the Orange Line have publicly stated that traffic movement and redevelopment was hindered due to it being a bus line. They see the projects going up along other rail lines, even suburban ones like the Gold Line in the San Gabriel Valley, and want more. Edit: I am curious about Metro's long range plans for the commuter buses. Do they plan to make it like the Silver Line in LA? It's built within the tollway on the 110 Freeway from DTLA to San Pedro/Long Beach area. There are multiple stations in the middle of the freeway throughout that are very similar to rail stations. If Metro were to do something like this for Houston and run the buses longer, I can see it being a big success. But I doubt we'll see the freeways engineered to allow for stations.
  9. I was just in Sacramento for a company outing and was heading out with coworkers. No one wanted to ride the bus so we instead walked a few extra blocks to the train station. People really have a stigma about buses. It's the whole reason why LA is trying it's best to convert the Orange Line BRT to LRT (aside from the fact that buses have lower capacity). There are so many buses that have limited capacity (you can't attach multiple buses together), LA had to construct overpasses because buses started to back up. Cities of Houston's size don't rely on buses as the primary transit option but Houston is doing this because politicians screwed the voters and city. People will say "but BRT looks different" but it's not that different. It still looks like a regular extended bus and nothing like a light rail train no matter how low to the ground they try to make the bus. And for those clamoring about Metro's Park and Ride, imagine how much higher the ridership would be if it were commuter rail. You'd have more flexibility with being able to get on at numerous stations and not have to fight freeway traffic to enter the HOT lanes (which causes more congestion). I hated being in the Katy Tollway during rush hour if I was stuck behind a Metro bus as they left lane hog because the HOV side is wrongly to the left instead of the right. Plus it'd be bi-directional and run throughout the day and night versus just a few hours in the AM/PM. Cheap is nice but give me quality any day. That's what LRT lines are when compared to BRT. The University Line from Gulfton to IAH would be absolutely PERFECT for LRT, as would the Inner Katy line. Those are the only two I think Metro should do everything in their power to convert to LRT instead. Those being LRT would change the landscape of Houston. BRT will be a cool novelty for a little while but you won't ever maximize ridership or redevelopment potential with a fancy bus. People keep saying Houston is so different without saying why. Houston is a city seeing huge increases in highrise and urban living due to many factors including floods, downsizing, popularity of inner-city living in general, etc. Density in the urban area is going up across the board. A bus system is not going to properly support the city. No where in the first world is there a major city like Houston who has buses be the preferred method to rail. At best buses are the complement to the rail system. I have no idea why people think Houston will go against that trend with buses. What makes it special? There is a reason why bus routes are converted to rail if ridership is high enough and some of these BRT lines will jump out the gate with ridership high enough to warrant conversion. Why wait until rail constructions gets even more expensive? Was the lesson not learned in the 1980s, early 2000s, etc.? What is Metro going to due when their pensions are sky high because they need to hire 3 operators vs 1 (3 buses for 1 train capacity)? Houston is doing it backwards but time will tell if ridership holds. City has so much potential but it gets squandered. Where's the ambition?
  10. They opened a location in Downtown Los Angeles that is probably the nicest theater they have. Very clean, modern, and right about LA's busiest subway system. It also had only one giant restroom that was completely gender neutral. First time I've ever seen something like that. This would be better than the current AMC downtown.
  11. If the original design to the Embassy was built then it would be holding up well today. The current ugly ass building gets worse with time. versus... ...
  12. I think it's mostly a Houston problem (setback requirements, parking minimums) than a CVS problem. CVS builds plenty of urban locations. A similar example would be the Walmart and Target in the Heights with giant parking lots. We know both big box stores build urban locations, especially Target, but City of Houston policies at the time led to what we have currently. Luckily that is all changing and pretty rapidly at that. Exciting to see what Skanska builds here. Maybe we get an urban CVS or Walgreens on a corner with this development.
  13. Also stores in Sugar Land and Alvin that have been open a few months now. There's one in Spring coming soon too.
  14. Before 288/59 came and wrecked things, Almeda was the business row for Third Ward. The freeway going in there had a ton of negative impact on the community. And it was built so wide with minimum continous streets or pedestrian overpasses. Yeah but there's also a lot more to this story. Jews were slave labor during that time too but plenty got reparations. Heck it was Jews denying Blacks home loans for the longest time.
  15. I don't think it'd automatically be a high-speed thoroughfare, especially since Almeda itself isn't a high-speed road in this area. Put in wide sidewalks, heavy landscaping, bike lanes, and don't have it be more than two lanes wide. This would also eliminate a pedestrian crossing for cars, so that'd be safer for everyone. With the space left over, you can add green space, another garage with ground floor retail, etc. Wouldn't be a bad idea.
  16. Isn't that what a referendum is? Which is what I said Metro should have based on the margin of victory. Also if BRT is supposed to be easily switched to rail, then converting any voter approved lines to LRT during construction will only delay it a couple of years at worst. The likelihood of a referendum happening to convert these lines back to LRT as originally voted on years ago is not high, so Houston will have to deal with the Great Value form of transit for a few decades.
  17. It depends on what you define as a mid-size city, and if that's Bordeaux then Houston is not midsize. Copenhagen has had a subway for almost 20 years, and a light rail system for decades longer. The urban core of Houston has reached substantial size and density, or at least enough to warrant much more rail. Even some of the projections of a few BRT lines are enough to federally petition for light rail instead. I think we agree that Metro wasn't ambitious with this plan. It's telling when literally every city of Houston's caliber has banked on rail transit and has only included BRT options as supplements to the overall system. None of them seem to think that BRT is right as a first option for their system for a reason, yet the densest and most urban side of Houston is going to use the less attractive transit mode. I really hope Metro goes back to the table after the holidays, looks at the margin this won by, and starts working on a referendum. If they can do that for some of the lines you named, along with the other BRT proposals feeding into them, then Houston might have a true mass transit system.
  18. I agree it improves the system but they low balled it at the end of the day. Those buses in Copenhagen are in addition to its 105-mile S-Train (light rail) and 23-mile Metro train (heavy rail subway). Barcelona's buses are in addition to its over 89 miles of rail, with more on the way (commuter, subway, and light rail). Bordeaux is a small city, and it's metro isn't even larger than Austin. It's not a city Houston should be compared to. Metro could have re-implemented the rail lines from the 2008 proposal and with the improved bus routes. Yeah it would have taken money, but it's at a time when Houstonians have become sick with traffic and driving, and now the city has much better urban offerings. It's almost a perfect storm. This was the same city that approved the heavy rail plan in the 80s before a mayor diverted the funds. I'm happy the system is improving, but hopefully there's a way to convert some of these BRT routes to LRT (like they were originally) because it'll be decades before they eventually make the switch.
  19. Pretty much every city in America of Houston's caliber or higher (and quite a few lower) have been mainly looking at rail transit and expanding that, with BRT as a complement at best. Seattle recently converted their bus tunnel to rail. Los Angeles is looking to do the same with its Orange Line. The only sizable city which had a huge BRT plan was Nashville, but the voters there turned it down. With the high margin this referendum passed with, I bet Metro could have had some of these routes as rail (Inner Katy, University, Westheimer) and the voters still would have approved. It's clear Houstonians were hungry for something so Metro could have proposed a little more.
  20. Houston has dense enough corridors for a complete light rail system in the inner loop with extensions to both airports (which isn't the same as a bus from downtown to IAH). You can have lines towards the west and southwest sides of towns. This isn't Houston 1985. With the location of the largest employment centers in Houston and the increase in density within the Beltway, it makes getting rail ridership here easier. The recent expansion was incomplete and doesn't show the full potential of the current lines. Would be a lot different if the University and Inner Katy lines were also complete at this point. I agree with those that say commuter rail would work best from the suburbs, especially since the trains could run more often throughout the entire day than the current Metro P&R system. Studies have shown that even BRT is less favorable to potential riders than rail would be. It's still a bus, just in its own lane. There's talk of autonomous buses from folks who don't want rail but we already have autonomous rail in the world. Hindsight 20/20 (or not since it was voted for by citizens but turned down by the mayor at the time), Houston should have heavy rail down most major freeways with limited stops until you reach the core and it could 17-20 hours a day.
  21. Texas Southern University is not a school that's sought after by most undergrads. Prairie View definitely has more prestige than TSU but it too is just a blip (and I went to PVAMU my freshman year). Sam Houston State is in Huntsville so that doesn't count. Houston is indeed the only top ten metro area without multiple 4-year public universities that rank. Phoenix is the 11th largest metro and the only one with just one large public university, but at least it's the state's flagship. It'd be like having UT-Austin somewhere in the Inner Loop. But I guess you could say that DC only has one large public university in it's metro, but that again is the state flagship (Maryland) and there are so many other colleges in and around DC that make up for it. Something Houston can't say. Texas in general punches below it's weight in higher education, and so does Houston. Don't forget CSU-Northridge in LA city limits. It's actually quite amazing how 4-year public unis there are in SoCal.
  22. I love my hometown and have defended Houston endlessly in the past, but there have been decisions made over the years that have accumulated and I think Houston may be at a crossroads. From all of the strip annexation that left vast amounts of unincorporated areas relying on a stretched thin county instead of allowing for more local incorporation. Then there's the weak flood control policies, failure at attracting non-energy companies, inadequate rail transit, no major amusement park=less outside tourism dollars, bad roadway planning (the arterial grid in Houston looks nice but the implementation of it leaves a lot to be desired --- the small things like dedicated turning lanes or right turn yield lanes can go a long way), very patchy sidewalk network, and arguably the worst of the bunch is not allowing the state's largest university system to build a school in town. If Houston just had a couple of those items (namely more incorporated suburbs and better flood control), then the future outlook would look brighter in my opinion. There are other mid-size Southern cities that are starting to rise (Nashville, Raleigh, Orlando, Charlotte) who have become stronger competition than in the past. Like Nashville just landed Amazon's operational HQ that'll have up to 5,000 jobs. Houston would never be considering for something like that today. Houston is not even attracting medical companies. Those go to DFW. It's shouldn't be a mystery why the governor of the state who comes FROM the Houston area can't even get outside companies to relocate their HQ to it. The I-35 corridor has gotten all the love. Houston has made strides in many areas but there's a lot of work to do and I don't think residents want to be taxed to make these things happen.
  23. I hear you but this is still a short-sighted position in my opinion. Yeah it's unfair that UT/A&M get most of the funds, but you let the school come first. The finances and how money is distributed across all state public universities can be decided on and worked out later. That will happen with or without UT putting a school in the middle of Houston. Let that money flow into the city. Instead that money will continue flowing to DFW, Austin, SA, etc., while Houston will be left behind. Other metros of similar size have multiple public universities that are gearing those cities towards the future economy. UH at worst would have remained the same with a UT-Houston coming on. With all the history UH has in this region, do you think it would have become a Paul Quinn College? I think having just one large university in such a fast growing metro area is not going to work. Trying to make UH into the one super college campus in Houston is going to be similar to Houston gobbling up so much unincorporated area. You're going to stretch things thin instead of sectioning off and letting different areas compete to bring out the best. That's what you see in DFW where the suburban cities have competed so much to where now they're seen as pristine and very attractive for relocating companies. Those companies move in and give funding to the multiple colleges in the area, hire people who move from out of state and then send kids to those colleges, and now those colleges are shooting up the ranking with giant tech departments. Not putting another 4-year school in town is just not preparing Houston for the future at all.
  24. Yeah this will go down as an all time stupid decision by Houston leaders. And I'm a UH grad and would have liked having this school there. The difference between a UT-Houston vs a UTEP, UT-Tyler, etc., is that this would be in Houston, an international city with a top 8 population and economy in America. Houston is nothing like those other small cities with a UT campus. Look at where UT-Dallas is now versus 10-15 years ago. It's attracting high numbers of National Merit Scholars and the school's rankings have really improved. That's what a UT-Houston could have become. Houston is way too big to have just one large public university and A&M is too far to count as a legit second. DFW having three large public universities within it's metro is starting to really benefit it now and will help in the future. UT-Arlington and UNT may not be that high of ranked schools but they're higher than before. They've helped improve the cities they are located in (Arlington and Denton) because of services (often free) to the local community and have spurred development around them (UT-Dallas has too). Houston has one of the highest birth rates of top ten metros in America and we're not going to be able to squeeze all of those kids into UH if they want to stay home. I hope somehow this can still happen even if it's somewhere else in the city. If not then hopefully A&M or Texas Tech opens up a public 4-year campus within Harris County.
  25. At a projection of 59,500 riders on 22 miles, the University BRT would have more than enough ridership to justify it being rail. It'd have the 8th highest ridership per mile out of all light rail systems in this country. Even better, the Inner Katy line would have the 4th highest riders per mile if it were a light rail system. Some short-shortsightedness going on by making these lines BRT. But such is Houston nowadays, where people band together to stop another flagship university from forming.
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