Reader IHB2 pointed out in the comments (and Laurence mailed) that Rad Sallee has posted a new article with more information on Metro’s plans.
The new map shows seven locations between Main and Hillcroft where the line could cross over from Richmond to Westpark. From east to west, these are Farnham, Buffalo Speedway, Greenway Plaza, Timmons, Southern Pacific rail tracks, West Loop and Sage.
The map also shows stations at Montrose, Dunlavy, Shepherd, Kirby, Buffalo Speedway or Greenway Plaza, Weslayan, South Rice, and Hillcroft.
Wilson said the stations would be similar to those on the Main Street line but would be spaced to avoid restricting left turns. Between Main and Kirby, he said, more than 80 percent of the intersections would continue to allow left turns.
Wolff said the Metro board is scheduled to vote on its choice of route Aug. 8.
It seems odd, given that they were talking about finalizing routes nine months ago, that we hear of these alternatives barely three weeks, three poorly-timed meetings, and a late release of information before the vote. That’s not much opportunity provided for the public to review and comment.
One of the things we speculated about during the Danger Train Outing last Saturday was that Mayor White and Metro were worried that the plan was going to fail due to legal challenges from the Afton Oaks residents. An alternative explanation is that they might be seeking to drive a wedge between the Afton Oaks residents and other opponents of rail, such as those on Westpark or upper Richmond. Metro could be thinking of offering the carrot of routing around Afton Oaks, while using the stick of other opposition groups to suggest “if we don’t get some support for this new plan, then we’ll be forced by them to stick to the existing one.” Wink, wink, nudge, nudge.
Regardless, I don’t think they’d be switching tactics if they were confident of victory under the status quo.
KEVIN WHITED ADDS: KHOU-11 has posted a story, and METRO is doing some serious spinning:
[Daphne] Scarbrough and others said when they voted for rail in 2003 the line was dubbed the “Westpark Corridor”, so they thought rail would run along Westpark, not Richmond.
“This city wants light rail, this city wants transit and this is the way we have to work to make it happen,” said Metro Chairman David Wolff.
Wolff showed the likely route for what’s called the “University Line.”
It would run along a part of Richmond, which would take it in front of Scarbrough’s Brass Maiden business.
Metro doesn’t believe it engaged in deception.
“I do disagree yes. I think the mission that was discussed was to take to the Wheeler Street station to the Hillcroft Transit Center, and I think that’s exactly what it does,” said Wulff [sic].
Voters didn’t approve a “mission.” They approved placement of a “Westpark” corridor, not a “Richmond” corridor. The twin threats of litigation and Rep. John Culberson’s disapproval seem to have forced METRO to backtrack slightly from ramming rail all the way down Richmond, but it’s not clear if they’ve successfully neutralized either potential threat.
KHOU has also posted the routes (pdf) that METRO will consider before its August decision.
KEVIN WHITED ADDS MORE (07-19-2006): The Chronicle has updated its coverage. METRO officials still seem determined to bring litigation upon themselves:
The ballot in the 2003 referendum in which voters approved what was then called the Westpark Line described it as ending at Hillcroft, but Metro’s previous maps of the University Line had shown it stopping just past the West Loop.
With an extension to Hillcroft, a route crossing over at Greenway Plaza would run for about two-thirds of its length on Westpark, Wolff noted.
That could strengthen Metro’s argument that it is complying with the referendum if the issue ends up in court.
That editorializing should have been turned into reporting with the addendum “METRO officials contend.”
Regardless of METRO’s maps or duplicitous statements since, voters approved a Westpark corridor (not a Richmond corridor) in the 2003 vote, and that referendum clearly described that corridor as terminating at the Hillcroft Transit Center.
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