HOUSTON — Harris County Judge Robert Eckels recently conducted an opinion poll that leaves unsaid as much as it says about the future of rail in Houston, the Houston Chronicle reported.
The poll shows that 66 percent of Harris County voters support a regional light rail system, compared with 26 percent who oppose one.
The strongest proponents are those who live inside Loop 610, employed women and men under age 50.
More informative is Eckels’ attempt to test the strength of rail support.
Even after respondents were told that a rail system would be financed with money dedicated to roads and freeways, 52 percent supported rail compared to 40 percent who opposed it.
The rail survey has its flaws. Respondents included residents from throughout the county, a larger group than those inside the smaller Metro service area.
But Eckels is right when he concludes from the poll that “there is support for rail because there is frustration with our traffic congestion.”
“People want a solution, and they are willing to look at rail as a real option,” Eckels said.
Money could talk rail to death What the poll doesn’t say, however, is what might happen if Metro conducted a rail referendum in November 2003 as anticipated.
Should antirail forces who thrive on the region’s automobile-dependent sprawl spend money opposing a rail referendum, it likely would die.
Referendums in Houston often have been defeated by well-financed opposition campaigns.
Examples are a 1999 arena referendum and a 1993 zoning referendum. Both lost after several hundred-thousand dollars were spent opposing them. A subsequent arena referendum succeeded after monied opposition fell away.
In the area of transit, this is a national trend, according to columnist Neal Peirce, who noted in a column last week that voters defeated 12 of 21 recent regional transportation proposals across the country. In areas where transit proposals passed, Peirce concluded, there were good efforts toward compromise.
Such is the lay of the land as Metro Chairman Arthur Schechter heads toward 2003. After getting off to a slow start following his appointment to the board last spring by Mayor Lee Brown, Schechter is fully engaged and getting good reviews as he searches for political solutions. In February, Metro is expected to return with a mobility study that will recommend the type of transportation for eight high-traffic corridors.
The key is compromise
Either rail or rapid bus — bus routes in dedicated right of way with limited stops — are the final choices for three corridors: Interstate 45 and the Hardy Tollroad, the Galleria area, and downtown to Hobby Airport via Texas Southern University and the University of Houston.
Meanwhile, various alternatives are being considered for the Katy Freeway, U.S. 90 to Fort Bend County, Texas 288 (South Freeway), U.S. 290 (Northwest Freeway) and Texas 249 to Tomball.
Some have argued that a referendum should be delayed until after Metro completes its downtown rail line so voters can see how that system operates.
Others argue that the city’s next mayor, who will replace the term-limited Brown at the beginning of 2004, should play a role in any transportation debate.
But Schechter is worried that Houston won’t get in line for long-term federal funding patterns that start next year. So Schechter is pushing for a referendum to coincide with next fall’s mayoral race.
In recent days, however, Schechter said he has been moved by Peirce’s observations. Though Eckels’ poll and others show general support for rail, Schechter knows that a tough fight looms.
To date, as those on either side of the rail debate await Metro’s study, Schechter has been able to maintain peace.
But former Mayor Bob Lanier, elected in 1991 partly on opposition to a proposed monorail system, said that “if the major players start trashing each other, Arthur’s job could become impossible.”
The key, Schechter, Lanier and Eckels said, will be compromise. And Schechter is looking for a facilitator.
“I believe that the mayor needs to enlist a great civic leader who can bring all of these disparate interests to the table and solve the problems,” Schechter said. “Either that, or Metro will have to get its facts and figures together, and conduct public meetings to reach all groups so when the board votes in a plan to put to voters, it will have a consensus.”
Void of compromise, Houston may be doomed to a future of transportation flip-flopping, varying according to who is in power.
Such has been the recent past. Former Mayor Kathy Whitmire nearly had the monorail system started. Lanier killed it. Mayor Lee Brown has a downtown light rail line under construction and wants his successor to expand it.
One need only look west to Austin to understand the consequences of no compromise.
After decades of friction between developers and environmentalists over a variety of issues, Austin now has troubles accommodating its growth.
For a city like Houston, which thrives on transportation, continued bickering may only end in gridlock — regardless of what the polls indicate.