[{"_1":2,"_123":-5,"_124":-5},"loaderData",{"_3":4,"_26":27},"root",{"_5":6,"_17":10,"_18":19,"_20":21,"_22":10,"_23":-5,"_24":-5,"_25":10},"user",{"_7":8,"_9":10,"_11":10,"_12":-5,"_13":-5,"_14":15,"_16":-5},"roles",[],"isAuthenticated",false,"isPremium","planName","subscriptionStatus","featureFlags",{},"insightsBudget","isDevelopmentHost","userPreferences",{},"recaptchaSiteKey","6LcvOJcUAAAAAHsB-gPGfGktcRlKpH7OTIU_dMTD","isImpersonating","impersonation","affiliateStatus","isFreedomPortal","routes/v2/article/layout",{"_28":29,"_30":31},"notFound",true,"relatedArticles",[32,75,87,99,111],{"_33":34,"_35":36,"_37":38,"_39":40,"_41":42,"_43":44,"_45":46,"_47":48,"_49":50,"_51":52,"_53":54,"_55":56,"_57":58,"_59":60,"_61":62,"_63":64,"_65":66,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},"mediaId",6595146,"mediaKeyId","3042927-34cbe1d9b499ab444d4450b751e65a6d","parentId",3042927,"title","Austin UTC urges CAMPO changes, seeks limits on MoPac South and Highway 183 expansions","audioSeconds",452,"startMs",458000,"endMs",910000,"viewUrl","/Search/View?dp=1&key=3042927-34cbe1d9b499ab444d4450b751e65a6d&start=458&end=910","thumbnailUrl","https://assets.pipeline.soar.com/3042927-34cbe1d9b499ab444d4450b751e65a6d/thumbnail_458000.jpg","articleUrl","/articles/6595146/Austin/Travis-County/Texas/Austin-UTC-urges-CAMPO-changes-seeks-limits-on-MoPac-South-and-Highway-183-expansions","mediaUrl","https://secure.pipeline.soar.com/6595146-37d6b4596e1a3a26646446938def1b6c/orig.mp4?Expires=1778820199&Signature=W15Awy8sp82K4UcAZUp5WKn~gNhpjKmYLaCZcQUIORkaKQEOkUadEAOmfvVRoXfII7SiSfwicN6X3sKuQiPBYM7C4KVSNudaMUPXCkpR-1Hf38phJMxa69tZbK9XUY3Ge6LkGrb8-2lZhx9l9VusO1Ph3izAmWvV5BzLPi7tzW08YFw1HBWuoTCVK2~1FWCPxLr2u~A9E7U6Twraam4CJe2MeYKagbhCAiyWE5XhpKmsTTzYwXN4Ih~0kZa5cGnx9snawXAFpzs8dwUfxUxJTsbxu~VuCO3HCB5a9f7pH2DKhe6LAu4kIDywPA12wjDk2CdrnMmipAEr43JOQ4Sxhw__&Key-Pair-Id=KUT5TJCACFTXG","author","Austin","date","2025-04-17T00:00:00Z","article","The Urban Transportation Commission told the Mobility Committee on April 17 that it wants major changes to the draft CAMPO 2050 regional transportation plan, including removing or reducing freeway expansions and prioritizing transit, safety and active transportation.

UTC Chair Summers told the Mobility Committee that the draft CAMPO plan proposes a large increase in roadway capacity and includes projects such as the MoPac South expansion and a wide buildout on State Highway 183. “The regional plan proposes adding more than 3,000 new lane miles, which UTC said amounts to roughly a 26 percent increase in roadway capacity,” Summers said, noting UTC’s concern that added road capacity can induce demand and increase vehicle miles traveled.

The commission’s formal recommendations include prioritizing funding for projects that improve safety for all users and for transit and active transportation, deprioritizing projects that increase vehicle capacity or lengthen travel distances to jobs, and removing MoPac South from CAMPO 2050 or amending it to add no more than one lane in each direction. UTC also recommended removal of the Highway 183 project as described in the draft plan.

Summers raised concerns about transparency in CAMPO’s technical work, saying the detailed county-level population and employment forecasts and some modeling inputs had not been publicly shared with local technical advisory committees. UTC recommended that CAMPO share all demographic forecasting data and methods with the public, the Transportation Policy Board and the Technical Advisory Committee, and use scenario planning so forecasts reflect different transportation investments and induced demand.

UTC also noted local political actions relevant to MoPac South. Chair Summers summarized Council resolution 2024‑1212‑066, which asked the Central Texas Regional Mobility Authority to refine MoPac South to align with Austin’s Strategic Mobility Plan and other city policies and requested that the resulting project not increase vehicle miles traveled or greenhouse gas emissions. Summers said the commission is pressing for CTRMA to produce full environmental review and to align any design with local climate, watershed and trails plans.

Commissioners also included local program and budget recommendations in their report to the Mobility Committee. UTC recommended expanding the Living Streets program capacity to deliver 72 additional activations, buying more Meridian Archer movable street barricades for event and pedestrian safety, and increasing annual maintenance funding for sidewalks and urban trails from $5,400,000 to at least $7,500,000; UTC members said the true annual maintenance need is substantially higher.

Council members and staff asked UTC and Transportation Public Works staff follow-up questions about procuring additional movable barricades, whether those devices could be used for Living Streets activations, and how to coordinate with Austin Police Department. Transportation and Public Works Director Richard Mendoza said APD is leading some procurements and staff would follow up with specifics.

Why it matters: CAMPO's regional plan guides allocation of federal and state transportation funds across Central Texas. UTC’s recommendations aim to shift investments away from capacity‑expanding highways toward safety, transit and active modes, and to secure greater transparency and local influence over regional modeling and project selection.

What’s next: UTC’s recommended language and the Mobility Committee’s responses will be part of ongoing local engagement with CAMPO, CTRMA and state agencies as the CAMPO 2050 plan proceeds through public comment and adoption steps.","mediaType","Video","parentTitle","Austin - Mobility Committee - Apr 17, 2025","oneSentenceSummary","The Urban Transportation Commission told the Mobility Committee on April 17 that it wants major changes to the draft CAMPO 2050 regional transportation plan, including removing or reducing freeway expansions and prioritizing transit, safety and active transportation.","taxTitle","Austin, Travis County, Texas","taxId",2819,"location","headline","","shortSummary",{"_33":76,"_35":36,"_37":38,"_39":77,"_41":78,"_43":79,"_45":80,"_47":81,"_49":82,"_51":83,"_53":84,"_55":56,"_57":58,"_59":85,"_61":62,"_63":64,"_65":86,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},6595136,"City begins formal rewrite of residential permit‑parking rules; moratorium, survey and hybrid models outlined",846,4242000,5088000,"/Search/View?dp=1&key=3042927-34cbe1d9b499ab444d4450b751e65a6d&start=4242&end=5088","https://assets.pipeline.soar.com/3042927-34cbe1d9b499ab444d4450b751e65a6d/thumbnail_4242000.jpg","/articles/6595136/Austin/Travis-County/Texas/City-begins-formal-rewrite-of-residential-permitparking-rules-moratorium-survey-and-hybrid-models-outlined","https://secure.pipeline.soar.com/6595136-08d054034db5f29fabb0d215523a87a4/orig.mp4?Expires=1778820199&Signature=RVns7lCUc-NKWnOQwt0MgRi9oyAVkFhgbS9kSgjzF6t4Pjs2e1XQ3GuMrgdvc-wRuEQcpyX1xdsmYzRlPPUIj~dYl5Zb7xxobNBddykC2eQyhSdPTrLM8BsDHyThveSR-711t45KFq8B4JKhAPJhv172pWtrzEM-iT3pasquoMwMz8OZM4QtLAQIWEsTKOZ6L-pwFFnUTbDjH55UfWd6xDAtY0cpVbfqjSVr6JpcrJsNgFRXKQEh-iBbeDN4xFMdR3a-f--87JzuPSqs2RH1SurxuiE2e7pN0W58A3k17nLlLhKyDyxmBmTMrVvqNiKxk37mV-1JURNPzUCN9fFs1A__&Key-Pair-Id=KUT5TJCACFTXG","Transportation Public Works staff briefed the Mobility Committee on April 17 about a planned update to Austin’s Residential Permit Parking (RPP) program, including a temporary moratorium, an open public survey and the prospect of hybrid pay‑to‑park/permit zones.

Assistant Director Lewis Laff and program manager Joseph Al Hajari said the RPP program was created in 1997 and last updated in 2011; since then the city has added about 52 zones and roughly 6,000 permit spaces. To modernize rules and improve consistency, staff said they implemented a moratorium on new RPP approvals on March 21 and are drafting director’s rules to replace prior guidelines.

Staff outlined the existing application process: a $350 application fee, a petition circulated to neighbors requiring 60 percent support (with a two‑thirds threshold for areas inside a vertical mixed‑use corridor within 600 feet), parking occupancy surveys on two days over a two‑week period, and a minimum 75 percent occupancy trigger for zone creation. Staff said they are considering raising the level of neighborhood support required and adding regular zone reevaluation criteria.

Al Hajari summarized common public feedback staff has received: requests for better enforcement (including Sundays), permit misuse and resale, difficulty of permit purchase processes, and objections that zones can become a private use of public space. He said staff will examine eligibility rules, lower‑cost permit options tied to existing assistance programs, clearer enforcement and appeal procedures, and mechanisms to convert an RPP to a hybrid paid‑parking/permit zone where appropriate (for example, parts of South Congress).

Staff also reported strong early survey engagement: more than 700 participants and over 2,000 comments during the three‑week survey period that closes in late April. The draft director’s rules were expected to be finalized for legal review and posted on May 5 for public comment; staff said the Urban Transportation Commission will review the draft on May 6 and staff aim for a rules adoption in July.

Why it matters: The RPP program controls use of on‑street public parking in residential areas and can affect neighborhood quality of life, access to public amenities and curbspace equity. Staff emphasized the need for clearer criteria, stronger enforcement options and a process for reexamining long‑standing zones.

What’s next: Staff will conclude the public survey, present draft rules to the Urban Transportation Commission on May 6, and post the draft director’s rules for public comment on May 5 before returning with responses and a proposed adoption schedule.","Transportation staff briefed the Mobility Committee on plans to rewrite Austin’s residential permit‑parking rules, describing a moratorium on new RPP approvals, an ongoing public survey and possible hybrid paid‑parking/permit zones.",{"_33":88,"_35":36,"_37":38,"_39":89,"_41":90,"_43":91,"_45":92,"_47":93,"_49":94,"_51":95,"_53":96,"_55":56,"_57":58,"_59":97,"_61":62,"_63":64,"_65":98,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},6595141,"City outlines interagency Construction Partnership Program and downtown convention center traffic plan",1762,2152000,3914000,"/Search/View?dp=1&key=3042927-34cbe1d9b499ab444d4450b751e65a6d&start=2152&end=3914","https://assets.pipeline.soar.com/3042927-34cbe1d9b499ab444d4450b751e65a6d/thumbnail_2152000.jpg","/articles/6595141/Austin/Travis-County/Texas/City-outlines-interagency-Construction-Partnership-Program-and-downtown-convention-center-traffic-plan","https://secure.pipeline.soar.com/6595141-28a8046a63d0a1efe0d02de36e0a199f/orig.mp4?Expires=1778820199&Signature=IV8so~c9bmfl5YYeLx9~4Fm84wQAVlXXgUnkD5I4ypNXYuprs37Avea~mGue-YIj5JLRgYaAwBMqTV0plnX9IkkoWiIb0lbhMOre09Ubz32DWxHca5QqQ8dCc7iJF-6nL70XgaEtk0kN-3sq0wWneret~2wRmBWM~0yHdckzAt-OxQQD7du65kHCLF3iuLXG9EQ2syOMiFm-pTQn~L2he8wMl9ZMnGQb8PscadKoGBiGA3OGv6NFozC8929iWxfedCCizGejcODt5vEiWMjjxbZTIKdwrpGD6INud3OdZijkxL9mKqcbQcQLLRL21eQ5bCnvT-PR6KbjaqpMuDWTpA__&Key-Pair-Id=KUT5TJCACFTXG","Transportation and Public Works staff on April 17 described a nascent Construction Partnership Program (CPP) intended to coordinate dozens of major public projects in Central Texas, and gave a separate update on traffic control measures for the downtown Austin Convention Center redevelopment.

Director Richard Mendoza said the CPP aims to coordinate construction across agencies (TxDOT, CAMPO, CapMetro, Austin Transit Partnership, CTRMA, Travis County and multiple city departments), to provide a single public information source and to deploy transportation demand management and real‑time operations to limit traffic impacts. “We have three main objectives: streamline communication and coordination among partners, help people manage impacts to daily commutes, and build sustainable long‑term interagency collaboration,” Mendoza said.

Staff said the combined pipeline includes more than 35 major projects across Central Texas — I‑35 CapEx, Project Connect lines, MoPac work and large city and county bond projects — and roughly $20 billion in public mobility investments over the coming decade. To communicate closures and lane impacts, city staff said they will use an existing TxDOT tool (CTX GO) as the regional public app, launch an informational website and create a hotline. A pilot of the CTX GO mobile app is already available for testing, staff said.

Mendoza outlined four CPP strategies: coordinated project scheduling and analytics to avoid concurrent network gridlock; a single-source communications platform with real‑time lane‑closure and construction alerts; expanded transportation demand management (TDM) to reduce single‑occupancy vehicle trips (including a recently executed EPA Climate Pollution Reduction Grant); and investments in operations, such as an integrated regional traffic operations center that would bring multiple agencies’ traffic engineers together for real‑time response.

Transportation staff said the EPA grant (fully executed) will support TDM measures including improvements to transit frequency, investment in “mobility hubs” and additional air‑quality and bike/ped counters to measure shifts in behavior. Staff said collaboration with CapMetro and CAMPO will be central to delivery of demand‑management measures.

Separate but related, Amika Bose, Transportation Public Works officer for right‑of‑way and special events, outlined the convention center construction traffic plan. The center closed earlier in April and contractor mobilization began April 5. Staff said the project anticipates a demolition start on May 1 and an approximately 3½‑year construction schedule with a planned move‑in date in January 2029.

Bose said Phase 1 traffic control will reduce Red River to a single northbound lane with southbound closed, close Trinity Street to motor vehicles while maintaining a bidirectional bike lane, and detour bikes to Fifth Street. Cesar Chavez Boulevard will remain open with five lanes; the contractor will demo south‑curb bulbouts to allow a covered pedestrian walkway on the north curb with continuous vehicle lanes. Initial truck volumes were estimated at roughly 80–110 trucks per day through July, followed by heavier hauling for about a year beginning this fall, staff said.

Staff described coordination measures for the convention center: biweekly project coordination meetings, a Teams channel that includes city operations and project staff, programmed overhead message boards, a point of contact for public complaints and monitoring by the city’s Mobility Management Center to detect and respond to queuing or incidents in real time.

Why it matters: Downtown and regional construction from multiple agencies could overlap and cause significant traffic impacts. The CPP aims to reduce duplicate work, improve public messaging and use demand‑management strategies to limit congestion during years of concurrent projects.

What’s next: Staff will continue focus‑group testing of the CTX GO app, finalize the CPP public hotline and website, and continue enforcement and monitoring during convention center demolition and ensuing construction.","Transportation staff briefed the Mobility Committee on a new multi‑agency Construction Partnership Program to coordinate overlapping projects across Central Texas and on early traffic control plans for the downtown convention center demolition and rebuild, including phased lane closures, truck routing and a May 1 demolition start date.",{"_33":100,"_35":36,"_37":38,"_39":101,"_41":102,"_43":103,"_45":104,"_47":105,"_49":106,"_51":107,"_53":108,"_55":56,"_57":58,"_59":109,"_61":62,"_63":64,"_65":110,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},6595127,"Public commenter shows comparative walksheds around UT classroom sites; contrasts UNO inclusion and Robin’s Place access",243,90000,333000,"/Search/View?dp=1&key=3042927-34cbe1d9b499ab444d4450b751e65a6d&start=90&end=333","https://assets.pipeline.soar.com/3042927-34cbe1d9b499ab444d4450b751e65a6d/thumbnail_90000.jpg","/articles/6595127/Austin/Travis-County/Texas/Public-commenter-shows-comparative-walksheds-around-UT-classroom-sites-contrasts-UNO-inclusion-and-Robins-Place-access","https://secure.pipeline.soar.com/6595127-3ce57410d2d84f632ff74fe23375280d/orig.mp4?Expires=1778820199&Signature=Egtc2WXiEjocQMx7IBojN-s7lCg6KpZKzadVG~pmzXfFduTyBy4mWVB4iZDiyx9DpuC-7abPpXddbz9D5mwpsKPsLN~dUBACxdtYGa15Bzbd4B7OGpR4MqkX4BhVxe46pMtEzMaKEFxafuaLcw~Njuc2FOeEia-vLdpYn~6i-GEsTr7XduaqR-8Q7v1MiEMVs~~Fu3~RRwNR3AM~Z7yfm17IhBSA-NkmiB7qByplAICTiJbJ07q7jRzSZbAqeysrS1UkJZx4A7zgaoQFwEKDRU8hKO-Bb~KmxdkNMBPBF-VabDf8bXssHHcNuN6Abba0LQE37z6~Y7OhPErwr9f8fw__&Key-Pair-Id=KUT5TJCACFTXG","Philip Wiley addressed the Mobility Committee at the April 17 meeting to compare walk‑shed coverage for University of Texas classroom sites and to highlight access differences for residents in nearby neighborhoods.

Wiley said the last committee discussion focused on a half‑mile walk shed around a new business school location at MLK and Guadalupe, where the committee looked at whether students could walk to campus in ten minutes. He urged the committee to consider a larger 0.75‑mile walk shed for outer West Campus classroom locations, which he said better reflects the 15–20 minute walking target for those sites.

Using map slides, Wiley contrasted the typical UNO‑area walk shed with a 0.75‑mile shed centered near Lyon and the Robin’s Place neighborhood. He said Robin’s Place residents could reach multiple classroom buildings and libraries by crossing just one signalized intersection, while other neighborhoods would face barriers such as crossing I‑35 without a continuous cap or pedestrian stitching.

Wiley also described Robin’s Place as a street that has functioned as a compatibility buffer rather than single‑family housing for some time and noted the staff recommendation for UNO did not include an adjacent area that he believes should be considered for broader walk‑shed coverage.

Why it matters: Walk‑shed analysis informs decisions on campus‑oriented zoning, parking and mobility investments and indicates which residential areas are realistically able to walk to campus within target travel times.

What’s next: Wiley’s comments were recorded as public communication to the committee; staff and council members may consider walking access and crossings when discussing campus area plans.","A public communication to the Mobility Committee compared 0.5‑mile and 0.75‑mile walksheds around University of Texas classroom locations, arguing that a larger walk shed from Robin’s Place would give greater campus access and noting local crossing constraints such as I‑35 and Guadalupe.",{"_33":112,"_35":36,"_37":38,"_39":113,"_41":114,"_43":115,"_45":116,"_47":117,"_49":118,"_51":119,"_53":120,"_55":56,"_57":58,"_59":121,"_61":62,"_63":64,"_65":122,"_67":68,"_69":70,"_71":68,"_72":73,"_74":73},6595132,"Shared scooter and e‑bike program stable after fleet caps; city plans parking boxes, data and rule updates",425,3232000,3657000,"/Search/View?dp=1&key=3042927-34cbe1d9b499ab444d4450b751e65a6d&start=3232&end=3657","https://assets.pipeline.soar.com/3042927-34cbe1d9b499ab444d4450b751e65a6d/thumbnail_3232000.jpg","/articles/6595132/Austin/Travis-County/Texas/Shared-scooter-and-ebike-program-stable-after-fleet-caps-city-plans-parking-boxes-data-and-rule-updates","https://secure.pipeline.soar.com/6595132-0d5cadb809f21b1bef26f4ab8a9d8e0e/orig.mp4?Expires=1778820199&Signature=eokn~DbiOxJ5IdlPFxeXXwb7mZTecOSTIfGt1WDG~jpNwIjQyZhoRmGVKHIN2bMam6-tnAJLoY30CB3p8H9jS05Hlmdgg5ylahtBAAoIDREI7kmnU5wauALO7vGQrFpnPrvocSVD2dRzsamhN6vWLSfdI2Wu2WHeEw6XSeUg6mSMWYb3Z-K0mlHEDTxGYiczMLJ5mAO7eOwDl0drryoBhbM0h7YMvj6Qi9dIEUWLSYLtFrWVpkClu515X~3P9PkJietQ8q0GNhSkEg1AwmqeQQEBYZK1PKCZji~UJKuPPyQjS3y6X5AEbZhHaT~HKbXXH9yvRwzHtufaYTObX68Xuw__&Key-Pair-Id=KUT5TJCACFTXG","Transportation staff updated the Mobility Committee on April 17 about the shared micromobility program (shared scooters and e‑bikes), reporting modest trip declines after a fleet consolidation and outlining next steps for parking infrastructure, data collection and director’s rules.

Program Manager Mike Kimbrough said the city capped vendors at two operators and fixed permitted fleet size at about 6,880 devices after two providers exited the market in 2023. The city also limited the downtown deployment per operator to 1,125 devices (2,250 total downtown) under the changes from April 2024.

Kimbrough presented year‑over‑year metrics: total trips across the city fell 2.3 percent (from about 2.915 million in 2023–24 to about 2.85 million in 2024–25), despite a roughly 30 percent reduction in total devices. Downtown trips declined about 9.4 percent (from 1.997 million to 1.81 million) while downtown fleet size fell about 45 percent. Trips per device per day rose citywide from roughly 1.21 to 1.36 and downtown from about 1.10 to 1.79, indicating higher utilization per remaining device.

Staff also reported a reduction in 311 customer service reports for improperly parked devices after moving enforcement intake into an internal system that better tracks vendor response times and service level agreements.

On infrastructure and outreach, staff said they will expand the city’s micromobility parking program (parking boxes and marked stalls) and use survey and map input from a recent public survey (679 participants and roughly 1,300 comments) to site new parking locations. The survey found nearly half of respondents were aware of parking boxes but only 28 percent had used them; 54 percent of device users reported it is unclear where to park devices properly.

Kimbrough said staff are working with Vision Zero and medical/emergency data partners to standardize crash and collision reporting from vendors and emergency responders so the city can better measure injuries and safety trends. He said a coordinated data template for vendor collision reports is under development.

Staff plans to post proposed director’s rules for the shared micromobility program for public comment in early May, respond to comments by early July and seek adoption around July 10. Proposed rule changes will clarify definitions, create a performance scorecard for operators, allow temporary device increases for special events, and authorize field audits of device safety and equipment condition.

Why it matters: Scooter and e‑bike operations affect downtown circulation, first‑/last‑mile access and equity for transit‑adjacent communities. Staff says caps improved utilization while enforcement and parking infrastructure remain priorities.

What’s next: Staff will continue mapping parking‑box locations for installation, pursue improved crash reporting with Vision Zero and EMS data partners, and post the director’s rules for public comment in May.","City staff reported a year of data after fleet reductions in Austin's shared micromobility program: trips fell modestly while trips per device increased. Staff plans more parking infrastructure (parking boxes), improved crash reporting with Vision Zero and a May–July timeline to post and adopt updated director’s rules.","actionData","errors"]

Article not found

Austin UTC urges CAMPO changes, seeks limits on MoPac South and Highway 183 expansions

City begins formal rewrite of residential permit‑parking rules; moratorium, survey and hybrid models outlined

City outlines interagency Construction Partnership Program and downtown convention center traffic plan

Public commenter shows comparative walksheds around UT classroom sites; contrasts UNO inclusion and Robin’s Place access

Shared scooter and e‑bike program stable after fleet caps; city plans parking boxes, data and rule updates